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* AM‘-J lAV' 1 '--'-' E. i 


REPORT 


OF THE 


# K 


CHIEF ENGINEER 

OF THE 


STATE OF TENNESSEE, 

ON THE SURVEYS AND EXAMINATIONS FOR 

THE CENTRAL RAIL ROAD, 

AND FOR THE 

CENTRAL TURNPIKE. 


Under an Act of Assembly, passed October 25th, 1836, 


NASHVILLE : 

S. Nye & Co. Printers to the State. 
1837. 



■L 
























REPORT. 


Office Chief Engineer, State of Tennessee, 
Nashville , T. Oct. 30 th, 1837, 

To the Governor , Secretary of State and Comptroller of 

the Stale of Tennessee , acting as an “Executive Board” 
Gentlemen, —By an Act of the General Assembly of the 
State of Tennessee, passed 25th October, 1836, it was made 
your duty u To employ for the State, one principal and not 
more than two assistant engineers.” I was honored by you 
with the appointment of principal engineer under this law; 
and reportedfor duty at Nashville, on 12th March last, when you 
handed me the Act of Assembly as my only instructions. 
Among various other duties required of the Chief Engineer 
and his assistants, it is is provided in the law, that, “They 
shall first survey a route for a rail road, from the most eligible 
point on the Mississippi river, as near the centre of the State 
as practicable, to run through the centre of the State, as near 
as practicable to the Tennessee river, and from thence for a 
McAdamized turnpike and rail road, the most eligible route 
near the centre of the State, to terminate on the Virginia 
Iine.* # * Said examinations and surveys shall be made by the 
engineers that may be employed as aforesaid, for the State, 
and they shall examine said route for said roads, and make an 
estimate of the cost of constructing the same, or each of them, 
o*i or before the first day of November, eighteen hundred and 
thirty-seven.” 



4 


Fifteen thousand dollars was appropriated to defray all the 
expenses. 

From the vague phraseology of the law, it was difficult to 
arrive at the intention of the Legislature. Did they intend 
to have an actual survey of the whole route of the Central 
Road? If so, the appropriation was palpably inadequate to 
the object. Did they wish merely an examination of the 
route? That was already done by an abler engineer than my¬ 
self. In this dilemma, a middle course was adopted. Wher¬ 
ever peculiar difficulties occurred, such that a dependence up¬ 
on the eye, unaided by instruments, might lead to serious er¬ 
rors, then a resort was had to actual admeasurements. Other 
parts of the numerous routes examined were sketched from 
personal inspection of myself or assistants, and notes of the 
various accidents of ground, &c. taken in such manner as to 
enable me to make tolerably accurate drawings of the several 
routes, deemed worthy of examination, and an approximate 
estimate of the cost of construction of the road upon the route 
deemed most favorable. 

It is to be remarked, that from the small amount of money, 
the paucity of assistants, and the very limited time allowed 
me, a full, accurate, minute and complete report is not to be 
expected. A proper survey for such a work is a Herculean 
labor, and is to be executed only at the expense of much time 
and money. So far, however, as the very restricted means 
at my command have enabled me, I have endeavored to pre¬ 
pare a suitable 


REPORT 

Upon the Surveys and Examinations for a route for the a CEN¬ 
TRAL RAIL ROAD OF TENNESSEE;” and also for 
a CENTRAL TURNPIKE. 

The State of Tennessee is naturally divided into three grand 
divisions, East, Middle and West. 

The Tennessee River, rising in Virginia, pursues a south 
west course, between the Blue Ridge and Cumberland ranges 
of Mountains, until it enters the State of Alabama on the 
north, when it turns the Cumberland range and assuming a 
westerly and then a northerly course, re enters the State of 
Tennessee, and running northwardly into the State of Ken- 


5 


tucky, forms a natural division between West and Middle 
Tennessee. 

The Cumberland Mountain traverses the State from north 
east to south west, and forms a boundary and a barrier be¬ 
tween Middle and East Tennessee. 

Each of these grand divisions have local interests very di¬ 
verse; and though united under one political government, have 
little commercial or social intercourse with each other. The 
leading object of this road is to counteract the effects of these 
local interests, by opening up an easy "channel of communica¬ 
tion, where nature has denied it, and thus to unite the seve¬ 
ral parts of the State, commercially, and socially as well as po¬ 
litically. To effect this object, the Legislature has required 
the proposed road to traverse the State in the direction of its 
greatest length, and on u the most eligible route near the cen¬ 
tre of the State P 

In the execution of the will of the Legislature, in regard 
to this great work, it devolves upon your engineer, 

1. To point out the route selected for the rail road. 

2. To submit an estimate of the cost of its construction. 

3. To give a summary statement of the advantages to accrue 
from the construction and use of the rail load. 

4. To point out the route deemed best for the turnpike, and 
to give an estimate of its fc cost. 

5. To institute a comparison between the two roads, on that 
part of the route east of the Tennessee liver. 


WEST TENNESSEE. 

Owing to the known want of material for a paved road, the 
Legislature has required a survey for a rail road alone in 
West Tennessee. A distinct report, therefore, will be given 
upon the route west of the Tennessee river. The subject 
naturally divides itself into, 

I. A general description of the country. 

II. The kind of construction adapted to such country, with 
the cost of the superstructure per mile. 

III. Minute descriptions of the several competing routes, 
with a comparison of advantages. 

IV. Summary of distances, curves, grades, cost, &c. upon 
the whole route. 


6 


V. Remarks upon the importance of this part of the road, 
considered as a detached work. 

I. General description of the country. 

West Tennessee is bounded on the west and east by the 
Mississippi and Tennessee rivers respectively. A ridge ot 
highland runs parallel to each of these rivers, leaving a low 
and level country between them. That near the latter divides 
its waters from those of the former, and is not entirely inter¬ 
sected by any stream near the centre of the State. Beech 
River, however, cuts it more thoroughly than any other, and 
has the advantage also of running nearly in the direction ot 
the proposed road. The ridge near the Mississippi is inter¬ 
sected by several streams, the chief of which are the Forked 
Deer and the Hatchee. But these rivers rising in the high¬ 
lands near the Tennessee, first run northwest, and then south 
west, so that to follow their bottoms would give an exceeding¬ 
ly crooked route. But the advantage of having a natural cut 
through the highlands along the Mississippi, would have a 
great effect in determining “the most eligible point” for the 
beginning of the proposed road. Such, however, is the gen¬ 
eral evenness of the country, that the engineer is rather em¬ 
barrassed by the multiplicity of favorable routes than by the 
difficulty of finding one* 

The grading throughout will be of the easiest kind, as but 
little stone will be encountered, and the earth is very light 
and friable. The quantity of bridging required will be very 
small, and none of it much elevated, as the streams crossed 
have no great variations in the height ot the water. The on¬ 
ly materials suitable for the construction of a rail road on al¬ 
most all the route, are wood and earth. Limestone rock is 
found along the tributaries of the Tennessee, about ten miles 
west of it only. 

We are now’ brought to speak, 

II. Of the kind of construction adapted to such country , 
with the cost of the superstructure per mile. 

The permanency of a work, so extensive as this is designed 
to be, should be well secured. The cost and repair of the road 
itself alone being considered, the more permanent structure 
would be preferred to a lighter one, only when the additional 
annual repairs of the latter in perpetuity would exceed those 


i 


of the former by a sum greater than the additional first cost of 
the former. But there are practical and moral considerations 
which greatly modify this rule. The more firm the road-way, 
and the more complete the finish of the work in all its parts, 
the less is the cost of transportation upon it; consequently the 
. greater are the profits of the road from a given amount of trans¬ 
portation at fixed rates. But when slight s'ructures are used, 
the work is frequently out of repair, delay takes place, mercan¬ 
tile punctuality is offended, accidents to life and property 
occur, public confidence is lost, and freight and passen¬ 
gers seek other modes of conveyance. This is the result of 
experience, the great teacher, which has clearly demonstrated 
that “In publicas well as in private affairs, a liberal expenditure 
is the best economy.” The most permanent road therefore, 
that the nature of the country will admit of, at any tolerable 
! expense, is the one to be desired. 

Having, then, the permanency of the work chiefly in view, 

1. It is manifest that, wherever the surface of the road re¬ 
quires to be raised to any moderate height above the natural 
surface of the ground, embankments of earth should be made. 
Piling is properly resorted to for this purpose, only in cases 
where the substratum is of such a yielding nature that it will not 
support embankments. 

2. The Bi'idging also should be of the most permanent kind; 
but as building stone cannot be procured except on a small por¬ 
tion of the route, and as the beds of nearly all the streams en¬ 
countered are quite soft, and unfit to bear superstructures of 
masonry without foundation of piles, it is deemed best to build 
all the bridges entirely of wood. This material is abundant, of 
good quality and convenient throughout the route. As the 
foundations of the bridges will be of wood, and necessarily ex¬ 
posed to the weather, it would probably be not advisable to co¬ 
ver the bridges at all; but they should be so constructed, as far 
as possible, that any part might be nenewed without deranging 
the rest of the bridge, or even without interrupting the use of 
the road. 

3. The Culverts , being entirely under ground and conse¬ 
quently not in a position to admit of repair; without great ex¬ 
pense and inconvenience, should be built of brick, where stone 
cannot be more cheaply procured. In yielding ground, the cul¬ 
verts may be of a cylindrical figure, or they may be founded up¬ 
on timbers buried beneath the surface of the ground or of the 
water. 



8 


Experience has shown that, on ali Hail Roads exceeding a 
few miles in length and des!ined for promiscuous trade and tra¬ 
vel, and where the amount of transportation js at all commensu¬ 
rate with the attendant expenses, a double track is necessary; 
that is, a track for the cars running one way, and another track 
for the cars running the other way. But it is not advisable that 
both of these tracks should be constructed at the same time,— 
It is much preferable, indeed, to finish one, with viafuges wher¬ 
ever needed, and leave the other to be built, as convenience may 
dictate. It is expedient, however, that wherever a second track 
is intended, the road-bed should be prepared for both at the 
same time. 

The road-bed, for a double track, should be twenty-four feet 
wide at the top, on embankments, and thirty-four feet wide at 
the surface in cuts, with slopes generally of one and a half base 
to one perpendicular 

All circumstances considered, the superstructure or Rail- 
Way ', as it is technically called, deemed most advisable on this 
part of the route is a foundation of two sleepers laid lengthwise 
of the road, beneath the surface, and so that their centres 
shall be under the rails. They should be placed end to end, of 
any convenient length, eight inches wide and not less than three 
inches deep. The sleepers should be bound together by cross 
ties placed three and a half feet apart. The ties may be of 
round or split timber, but ought to be of the most durable wood, 
as lying partly below, and partly above the surface of the 
ground, they are much exposed to the action of the weather. 
Two other pieces of timber, hewed or sawed, and about five 
inches wide by eight inches deep, called strings , are placed cen¬ 
trally over the sleepers, and are supported and bound together 
by the same cross ties. A rail of wrought iron, two inches wide 
and seven-eights of an inch deep is spiked down upon each of 
these strings, leaving a space of four feet eight and a half in¬ 
ches between the two rails. The road is then ready for the 
reception of the cars. This rail will w r eigh about 17flbs. per 
lineal yard. 

Cedar, Locust, Water-oak, Sassafras, Cypress, Pine and 
Coffee-nut all furnish good timber, and one or more of them 
may be easily procured at every point throughout the line.— 
The iron is the chief item of expense in the superstructure. 
Estimating it at $ 100 per ton delivered along the line, the first 
track of the superstructure above described will cost, $ 6,335- 
40 , (say' $ 6,500,J per mile. 


9 


Having thus determined the character and cost cf the super¬ 
structure to be used we are prepared to enter upon, 

III. The description and comparison of the several compe- 
ting routes. 

Memphis is one of the places to which the public eye has 
been directed as a probable point for the beginning of the road. 
But its position, in the extreme South-west corner of the State 
does not fall under the requirement of the law,—“as near the 
centre of the State as practicable.” Moreover, a simple in¬ 
spection of the map will show that, the distance from the centre 
of West Tennessee is much greater to that point than to vari¬ 
ous others on the Mississippi. If we take Jackson, for in¬ 
stance, as a point in the general route, the route thence to Mem¬ 
phis must evidently cross many more streams and ridges, than 
if it were to take a more direct course to the Mississippi.— 
Memphis may, at once, therefore, be left out of the discussion. 

Some have suggested the selection of a beginning point some 
where near the mouth of the Obion, whence the road might take 
its easterly course without encountering the Mississippi Ridge 
which is so prominent on the South side of Forked Deer riv¬ 
er. But the advantages of the approach to the Tennessee by 
way of the valley of Beech river are so superior, that the point 
of beginning should have a direct reference to that termination; 
and it would be much out of the way to pass from any point 
north of the mouth of the Forked Deer to the head of Beech 
river. All the region about the mouths of the Forked Deer 
and Obion rivers is so extensively and deeply flooded, that it 
would be difficult to find a suitable site for a beginning upon the 
Mississippi, and still more difficult to find a route from it.— 
We need, therefore, bestow no further consideration upon that 
portion of the State. 

Indeed, there appears to be but three points that present 
any claims to a competition for a beginning. These are Ran¬ 
dolph, Fulton, and Ashport. The mouth of Coal creek has 
been a prominent point in view; and it is in fact the most con¬ 
venient point to approach the Mississippi 1 iver any where near 
the centre of the State. But within the last few years, the 
bed of the Mississippi has undergone a great change, near this 
place. The main channel of the river has turned from the Ten¬ 
nessee to the Arkansas side of Flour Island which lies opposite 
to the mouth of Coal creek, and already there is great difficulty 
in approaching that landing except at high water. It is obvi- 


10 


ous from an inspection of the locality that the difficulty must 
greatly increase, and even now boats usually pass at least one 
mile from that point. We will, therefore, give it no further con¬ 
sideration, but will proeeed to the description of the routes 
leading from the only three points in reference to which actual 
surveys have been made. 

RANDOLPH ROUTE. 

The town of Randolph is situated immediately on east bank 
of Mississippi river, one mile below Hatchie river, 35 miles 
from the southern boundary, and‘17J miles south of the cen¬ 
tral line of the State. It is built partly upon a bluff from one 
to two hundred feet above high water, and partly upon a strip 
of flat land between the bluff and the river. The upper or 
northern part of the flat is of alluvial formation; but the greater 
part of the buildings are upon the debris of the bluff, parts 
of which have been undermined by the current of the river, 
and have tumbled down into the water in such masses as to 
force it from its accustomed route, and to raise a pile above its 
reach. These slides , as they are locally called, formerly pre¬ 
sented a rough and forbidding aspect; but many of them are 
now smoothed into good building sites. Randolph is thus di¬ 
vided into upper and lower town, the steep bluff presenting a 
difficult barrier between them, and the business of the place 
being almost exclusively confined to the latter. There is no 
point near the centre of the town where the road could be 
made to approach the river without an abrupt descent to 
the water of 90 to 100 feet, which would involve the incon¬ 
venience and expense of an inclined plane to be worked by a 
stationary engine or by horse power. These considerations 
will show the propriety of approaching the town by the natu¬ 
ral channel of the Hatchie river where the route lies on a 
level with the high water of the Mississippi for several miles. 
The character of the landing will be adverted to hereafter. 

Actual surveys have been made of twelve and three quarter 
miles of this route. The line, as surveyed, begins under the 
bluff at Randolph, near the steam mill, and runs a northerly 
course three miles, along the flat, beneath the bluff, to the 
point where it changes from the “Mississippi Bluff” proper , to 
become the “Hatchie Bluff.” It begins in overflow and runs 
chiefly on ground subject to overflow in highest freshets, from 
one to ten feet. At the point above named, the line takes a 
sudden turn to right and passing, by a cut, through a point of 


11 


the bluff, takes an easterly course, still on ground subject to 
overflow, three quarters of a mile to Indian creek, which it 
crosses one mile from Hatchie river. The line then takes up 
the flats of Indian creek, and in about one and three quarter 
miles leaves the flats to cross a low ridge dividing Indian creek 
from the Rye Patch, which it enters about eight miles from 
Randolph. Passing through the upper and lowei Rye Patch 
on very favorable ground, it crosses Matthews 7 creek one and 
a quarter miles trom its mouth, and about twelve and three 
quarter miles from Randolph, where the instrumental surveys 
on this route cease. 

This part of the route lies chiefly in a dark dreary and en¬ 
tangled forest, intesected by creeks and slue$ in every direc¬ 
tion, interspersed with frequent lakes or ponds, and subject to 
much overflow. In short, it is “Mississippi Bottom,” in its 
wildest state, scarcely a brush having been cut upon the way. 
It is indeed very little known even to the hunters in the vicini¬ 
ty; and though I found many willing, yet T found few able to 
afford me much assistance in exploring the ground. It is not to 
be expected, therefore, that the line which has been run is the 
best that could be run; many improvements on it doubtless 
might be made on a careful location; and 1 am fully persuaded 
that by leaving the bottom at Cook’s branch half a mile from 
the beginning, cutting through a narrow ridge aind intersecting 
the present line in about five miles it may be so much straight¬ 
ened as to save three quarters of a mile in the distance, without 
additional cost. Hence my calculations will be based upon the 
survey as made, deducting three quarters of a mile from the 
distance. This leaves twelve miles as the distance from Ran¬ 
dolph to Matthews creek, where the survey terminates. 

That part of the line near this creek might be advantageous¬ 
ly thrown one or two hundred yards to the left, until it strikes 
the flats of the creek itself, then taking up the creek about 300 
yards, cross it, and running E. S. E. pass the divide between 
Matthews’ creek and Town creek. Keeping the same course, 
the route passes obliquely across the flats of Town Or 
M’Lemore’s creek, crosses it and pursues the same course along 
the base of a ridge, the extreme north end of which is washed 
by the Hatchie river, and is called the “Rocky Mountain.” 
This ridge divides Town creek from extensive flats which 
stretch along the south side ol Hatchie as far up as Bolivar, 
and probably further. The route continues up the bottom of 
Town creek until it approaches within three and a half to four 


12 


miles of the town of Covington, where finding a very low pass 
in the ridge about five miles from the crossing of Matthews’ 
creek, it turns to left, takes a course a little north of east, runs 
one mile to a very low gap, passes the ridge, and then takes a 
due east course to Hatchie river near the mouth of Flat creek, 
a distance of seven miles over very smooth flats, just elevated 
above overflow. Hatchie river must be crossed upon a bridge 
about 120 yards long, and an open causeway of 2,100 feet, 
and as the stream is navigated by steam boats, a draw in the 
bridge will be indispensable. After crossing Hatchie river, 
the route takes up the flat ground of that stream, about three 
miles, until it encounters the flats of Lagoon creek, up which 
it runs in a N.Ei fcourse, eleven and a half miles, to the sum¬ 
mit of the ridge between Hatchie and Forked Deer rivers, 
near the Key Corner road, about seven and three quarters 
miles N.W. of Brownsville. The profile of the route up La¬ 
goon creek is remarkably even, the rise not exceeding ten 
feet per mile in any part until within one and a half miles of 
the summit, which may be passed on a grade of twenty feet 
per mile, with slight cutting. From this summit the route still 
pursues a N.E. course down a branch of Brier creek, then 
down the main Brier creek to Meridian, and thence down 
Meridian creek to Nixon’s creek, near to South Fork of Forked 
Deer river, where this route is intersected by route from Ful¬ 
ton and Ashport. From the summit to the river the descent 
is gradual, the line tolerably direct, and the profile very good. 
The ground is low and wet generally it is true, but when 
ditched and thrown up about one foot will form a good road 
bed. 

It may be asked, why did not the line take a more easterly 
direction from the Key Corner road, and aim directly for the 
vicinity of Jackson? The answer is simply because the ground 
is so broken, being much intersected by streams, that the route 
around the ridge will afford a cheaper and a better road, as 
may be readily inferred from an actual survey of a route for 
a rail road from Jackson to Memphis, made by Mr. Thompson 
in the year 1834. On the route from Jackson to Brownsville, 
Mr. Thompson found it necessary to resort to grades of thirty 
feet per mile, and cuts of thirty feet deep. " On the route 
down Meridian creek, and up the Forked Deer flats, the grade 
need no where exceed five feet per mile, and the filling will 
seldom exceed two feet in depth, whilst the distance exceeds 
that across the hills by only a small per centum. 


i 


13 


These facts it is presumed warrant us in assuming the route 
above described, as the best route from the head of Lagoon 
creek towards the head of Beech river. The distance from 
Hatchie river to the summit is about fourteen and a half miles, 
and from summit to Forked Deer Hats seven miles, making the 
total distance from Randolph to the point of intersection with 
the Fulton and Ashport route, forty-five and a half miles. 

This route lies almost entirely through wet lands, covered 
with a vigorous growth of cypress, sassafras, oak, w alnut and cot¬ 
ton-wood, with much cane and other undergrowth. The profile 
of the route generally is very favorable, no grade exceeding 
twenty feet per mile being necessary, and that only for about 
two miles. About twenty-three of the forty-five and a half 
miles is level, and eight miles of the remainder is nearly so. 
Still the equated length of the road exceeds its actual length 
by nine and a half miles,* making the total equated length of 
the road to be fifty-five miles. 

The surface of the road-bed, where the line runs through the 
overflow of the streams, is raised one and a half feet above 
high water. 

It has been a mooted question, whether embankments will 
stand in the Mississippi bottom. The experiment of the 
Memphis turnpike ought to put this question at rest. It is my 
own opinion, founded upon careful examination, that they will 
stand better than embankments of ordinary clay. 

The Cost 

Of the route from Randolph is estimated as follows: 

Excavation and Embankment. 

606,378 cubic yards at 15 cents, $90,956 70 

Clearing and Grubbing. 

Clear, 80 feet wide, Grub 30 feet wide 

45 £ miles at $300 (average) 13,650 00 


* The equated length of a road is its actual length increased by such a quan¬ 
tity as will make it equal in length to a level road of similar construction, which 
would require the same expense to do the same amount of transportation upon 
it. This quantity may be found by dividing the sum of all the rises in feet by 
the number expressing the rise in feet per mile of a road of such inclination as 
to double the load. This rise may be assumed at twenty feet per mile for this 
road. The quotient resulting from this division expresses the number of miles 
to be added to the actual length. 








14 


Bridging and Culverts. 

24 Culverts (of masonry,) $8,667 73 

3,153 feet Bridging;, (of wood,) 21,179 00 

" 6 _29,S46 73 


Cost of Road bed. 

$134,453 

43 

Superstructure. 

295,750 

00 

45J miles at $6,500 per mile, 

Superintendence and contingencies, ten per 


34 

*cent upon the whole, 

43,020 

Total cost of Randolph route , 

$ 473,223 

77 


FULTON ROUTE. 

Fulton is situated on the left bank of the Mississippi, about 
eleven and a half miles south of the central line of the State, 
six miles north of Randolph, and one and a half miles north 
of the upper mouth of Hatchee river. 

The route leaves the Mississippi at the southern end of the 
town, and taking an easterly course, with a trifling cut, passes 
through a low gap in the ridge, which runs down to the point 
between the Mississippi and Hatchie rivers. This ridge be¬ 
ing past, it takes up the flats of Hatchie; and pursues a gen¬ 
eral direction north of east, on ground generally favorable and 
in a tolerably straight course, sometimes in overflow and some¬ 
times cutting the points of the hills. 

At about six and a half miles from Fulton it encounters 
Vasser’s bluff, on the east side of which the instrumental sur¬ 
veys cease, as the chief difficulties of the route there terminate. 
It then continues the same course up the flats of Hatchie river, 
about six and a half miles to Cane creek, which it crosses 
two miles above the mouth. This part of the route is very fa¬ 
vorable indeed, requiring no cutting and little filling, 

Having crossed Cane creek, the route takes a north easter¬ 
ly direction up the bottom of that creek, and pursues it nine 
and three quarters miles to Hazlowood’s hill, whence it takes 
a more easterly course for five and a quarter miles to the plan¬ 
tation of Dr. Oldham, where it attains its extreme northern 
point, about one and one eighth miles south of Section line 
X-XI, and two miles west of Range line I-II, and five eighths 
of a mile south of the central line of the State; thence it turns 








15 


south eastwardly, and in one mile crossing Hatchie and Forked 
Deer ridge at a low pass, it pursues nearly an east course ten 
and a half miles to its junction with the Randolph route, on 
east side of Nixon’s creek, near Forked Deer river, the whole 
distance from Fulton being thirty-nine and a half miles. 

The more difficult parts of this route are the first six and a 
half miles from Fulton, the first four miles of Cane creek, and 
the Cane creek summit, near Dr. Oldham’s. The first part has 
much excavation and embankment; the second requires much 
bridging, (including four bridges across Cane creek;) and the 
third involves a grade of ten feet per mile, for two miles on 
each side of the summit, and a cut 356 yards long, and hav¬ 
ing an extreme depth of seventeen feet. This cut will cost, 
by calculation, only $4,750. 

It is remarkable with what facility this main dividing ridge, 
between two large rivers, may be passed. The total elevation 
of the summit above Cane creek bottom, (and Forked Deer 
bottom opposite is nearly on the same level,) is only thirty 
and a half feet. 

The grades upon this whole loute, indeed, are exceedingly 
gentle. From Fulton to Cane creek, thirteen miles, the road 
is level; from first crossing of Cane creek, to a point within 
two miles of the summit, a distance of fourteen miles, the 
average from four to six feet per mile; and thence a rise of 
twenty feet in two miles brings us to the summit, giving eighty- 
four feet as the height of the summit of the road, or one hun¬ 
dred and one feet as the height of the ridge above high water 
of the Mississippi river. From this summit there is a gentle 
descent to the flats of Forked Deer, along which the route is 
level to Nixon’s creek. This estimate gives us three and three 
quarters miles to be added to thirty-nine and a half, the actucd 
length of the route to obtain the equated length which is forty 
three and a quarter miles. 

The route lies entirely through uncleared land, heavily tim¬ 
bered, and frequently having thick undergrowth, especially of 
cane on Cane creek. On this as on the Randolph route, where 
the line runs in overflow of the rivers and creeks, I allow 
the surface of the road bed to be one foot above extreme high 
water, which is deemed sufficient when the wooden superstruc¬ 
ture is used. 

The curvature is generally very slight, most of the road be¬ 
ing straight, and none of it having a less radius than 2000 







I(> 


feet, except at Vasser’s bluff, where probably a radius ol 1000 
feet would be advisable for about 600 feet in length. 

Cost of Fulton Route. 

In estimating the cost, we will adopt the same data as used 
for the Randolph route. 

The result of the minute estimates is as follows: 


Excavation and Embankment , 


555,710 Cubic yards at 15 cents 


$83,356 50 

Clearing and Grubbing , 


39 J miles at $300, 


11,850 00 

Bridging and 

Culverts , 


1,035 feet Bridging, 

$6,949 

00 

46 Culverts (1,134 feet) 

7,163 

50 


14,112 50 


Cost of Road Bed , 

$109,319 

00 

Superstructure , 

39J miles at $6,500 per mile, 

256,750 

00 

Superintendence and contingencies, ten per 

cent, upon the whole, 

36,606 

90 

Total Cost of Fulton Route , 

$402,675 

90 


ASHPORT ROUTE. 

Ashport is situated on east bank of Mississippi river, about 
thirty miles by water from Randolph, twenty-three miles from 
Fulton, one and a half miles south of Section Line X-XI, two 
and a quarter miles west of Range Line V-VI, and one mile 
south of the central line of the State. 

From this point the route lies a little north of east, and the 
line is nearly direct seven and a half miles to the head of Coal 
Creek, when it takes a due east course along with Section 
Line X-XI, three miles to the bluff heretofore mentioned, as 
extending from the Forked Deer to the Hatchie. This bluff, 
where we encounter it, is about 200 feet high, and forces us 
to turn out of our course along its base, in a north easterly di- 








17 


rection, about one and one-eighth miles to a natural cut made 
by Rush branch, where the bluff or ridge has a height of only 
sixty-eight and a half feet above high water in Mississippi. 
The route here turns to the east, ascends the bluff in about 
one and five-eighth miles, and falling immediately upon Hur¬ 
ricane creek, a tributary of Cane creek, follows down its flats 
in a south easterly course, about two miles, when it again re¬ 
sumes an easterly course and passing a low ridge falls into the 
flats of Cane creek and runs up them two and a half miles to 
Hazlewood’s mill on Cane creek, where it connects with the 
Fulton route; making the total distance from Ashport to point 
of junction seventeen and three quarters miles. The equated 
length being twenty-one miles. 

From Ashport to the bluff, eleven and a half miles, the ground 
is mostly flooded by the Mississippi, at high water, some of it 
to the depth of ten to fifteen feet, but averaging generally about 
five feet. 

By reference to the accompanying maps, it will be seen that 
this route stretches across an extensive piece of Mississippi 
bottom, of which Plum Point is one extremity. This bottom 
contains about seventy-seven square miles, interspersed with 
lakes, ponds, and slues , and subject to great overflow at high 
water. The construction of a levee, as proposed for the road, 
would effectually protect most of this extensive tract from in¬ 
undation, thereby adding greatly to the health of the contigious 
country, and to the wealth of the State. In this view of the 
matter it is difficult to say whether Coal Creek should be filled 
up or bridged. This stream is nearly dry at low water, but 
affords ample depth for ordinary steamboats during a large part 
of the year. It is undoubtedly the ancient bed of the Forked 
Deer river, but becoming obstructed by drift wood and alluvion 
it proved too small to vent its waters, which consequently 
sought another outlet to the Mississippi. It is asserted that 
this change was produced by an earthquake, but the assertion 
needs confirmation. Be that as it may, the stream is suscep¬ 
tible of being made an easy and convenient outlet to the trade 
of the whole Forked Deer river, whenever that river itself is 
navigable. The question is, shall it be filled up to complete 
the draining of the lands now flooded by it, or shall it be 
cleared and rendered navigable? It is my opinion, that if the 
levee be made continuous from the Mississippi to the bluff, with 
the exception of Coal ereek, that stream will do little injury 
by overflowing its banks, but rather, that being uninterrupted 

3 


18 


by cross currents, it will enlarge its bed and become better 
adapted to navigation. If this opinion be correct, the stream 
will not only be a great convenience to those who may live 
near it, but it will also obviate the chief difficulty for many 
miles above its mouth, in the navigation ol the Forked Deer 
itself; which difficulty occurs in that river below the point 
where Coal creek makes off from it. 

All things considered, it is probably best that Coal creek 
should be bridged, and if bridged, a draw in it tor steamboats 
will be necessary. 

Another question arises as to the manner of overcoming the 
height of the bluff. The ascsnt must be effected through a 
ravine, which is rather narrow and crooked, and has a perpen¬ 
dicular rise of 53 feet in a distance of 400 feet; the total rise 
above the Mississippi being 64 feet as already stated. From 
this summit eastward, the ground descends for several miles 
at about eight feet per mile. Two modes of overcoming this 
difficulty present themselves. 

1. A stationary steam engine, working on an Inclined Plane , 
700 yards long, and rising to the height of 60 feet, at the rate 
of one in thirty-five or 151 feet per mile. The formation of 
the road bed for this plane would cost about $20,000, the ne¬ 
cessary engine and fixtures about $6,500, in all $26,500. 
Horses may be used also to advantage, in the infancy of the 
work, upon a grade of this inclination, to assist the locomotive 
engine in drawing up its load, and thus the prime cost may be 
greatly reduced. But when the amount of transportation is 
great, the fixed engine will afford the cheapest moving power. 

The leading objection to this method of overcoming the 
height is its continual expense. The delay incident to it is 
also objectionable; and the dread which the public has of In¬ 
clined Planes is also to be considered. 

2. The second method of overcoming the ascent is by re¬ 
ducing the grade within the limits proper for locomotive en¬ 
gines. Considering the great levelness of almost all the route 
through West Tennessee, which at but one place, need exceed 
ten feet per mile, it would be expedient to admit at this point 
a grade exceeding twenty feet per mile, and inclination which 
will practically double the load; and even that grade is greatly 
objectionable. Assuming then twenty feet per mile, as the 
maximum grade, and beginning one mile back from the foot 
of the bluff, we will have about one and a quarter miles of 
embankment, the greatest height being tweuty feet, and one 


19 


and a quarter miles of excavation, the greatest depth being for- 
ty-eight feet, the quantity of excavation and embankment being 
nearly equal. 

The formation of the road bed upon this profile, from the 
foot of the grade to the point where the road attains the nat¬ 
ural surface of the ground, a distance of two and a half miles, 
will cost $121,497 45, exclusive of a culvert, and of a truck 
to carry a small cr. across the cut. If we deduci from this 
sum, the cost of the Inclined Plane and machinery, together 
with $4,620 for road bed of preceding mile, which is its cost 
by fiist method, we shall have a remainder of $90,377 45, 
lor the excess of the second method over the first. Without 
entering into a minute calculation and comparison of the value 
of the two roads, when thus constructed, I will simply state 
that, in my opinion, the continual cost, the delay, and the dan¬ 
ger, real or imaginary, incideni to the working of the Plane , 
fully counterbalances the additional cost of the second method, 
and that the lower grade should be adopted. 

From the summit of the deep cut for two miles the route 
overground very gently undulating, passing in this distance a 
llat ridge between Hurricane and Cane creeks. The last two 
and a half miles of the route is up the flats of Cane creek and 
is nearly level. 

Curvature. The greater part of the route is straight, and 
the curviture of the other part is very slight, except at the 
bluff, where every increase of radius over 500 feet adds greatly 
to the cost. The calculations, however, are based upon 
curves corresponding to a radius of about 800 feet. These 
sharp curves are peculiarly objectionable here, when the in¬ 
clination is the greatest; but the shape of the ravine renders 
them necessary. 

Bridging and Culverts being dispensed with in the Missis¬ 
sippi bottom, except on Coal creek, the expense under that 
head will be light. 

The route lies through dense forests of cotton wood, ash, 
cypress, oak, and walnut; all necessary timber therefere will 
be convenient. 

The clearing and grubbing may be estimated upon this as 
upon the Randolph and Fulton routes, though it. is perhaps 
more obstructed by undergrowth. 




so 


The Cost. 

Of the route from Ashport may be estimated as follows: 

Excavation and Embankment. 

307,437 cubic yards at 15 cents, #46,115 55 

607,487 „ 20 cents, 121,497 45 

’ $167,613 00 

Clearing and Grubbing. 

17f miles at $300, 5,325 00 

Bridging and Culverts. 

498 feet of bridging, $4,219 00 

10 Culverts, 2,197 35 

-6,416 35 


Cost of Road-bed , 

$179,354 

35 

Superstructure. 



17J miles at $6,500 per mile, 

Superintendence and contingencies, ten per 

$115,375 

00 

cent, upon the whole, 

29,472 

93 


Total cost of road from Ashport to Hazlewood's 

mill , $324,202 28 


Having thus described these several routes, and estimated 
their cost, we are now prepared to enter upon a comparison 
of them. We will first compare the Randolph and Fulton 
routes. 

The Randolph route runs generally through the low grounds 
of Hatchie river, along the points of the hills, and is easily ac¬ 
cessible to a fertile and populous section of the country on 
the south side of that river, and would be useful to the conti¬ 
guous population after the thirteenth mile. Whereas the Ful¬ 
ton route, though equally convenient to a fertile district, does 
not come within reach of present large settlements until its 
twenty-third mile from the Mississippi. 

The Randolph route involves the inconvenience of a draw 
bridge on Hatchie river, and having in the aggregate much 
more bridging necessarily of wood, than the other route, its 
repairs will consequently be greater. 









The Fulton route runs less in the overflow of the Hatchie " 
river, lies much nearer the Central Line of the State , accom¬ 
modates much better the trade of the Forked Deer country; 
has an actual length of six miles, and an equated length of 
eleven and three quarter miles less than the other, costs per 
estimate less by $ 70,547 87; and may be run by a Locomotive 
Engine in less time and with a greater train. 

It may be remarked, that by making the Randolph route to 
cross Hatchie river near Piljerk and to intersect the Fulton 
route on Cane creek, as shown on the map, about two and three 
quarter miles in length of the route may be saved, and the 
Forked Deer country in the same manner accommodated.— 
This change, however, could not be effected without the sacri¬ 
fice of the superior accommodation south of the Hatchie.— 
This would still leave the route to Fulton three and a quarter 
miles the nearest, with the same preponderance of other ad¬ 
vantages as before. 

With these facts before us, we are forced to prefer the 
route from Fulton to that from Randolph, unless the local ad¬ 
vantages of the latter place should greatly excel those of the 
former. 

Randolph is, at present, the point of reshipment for all the 
Hatchie river, and is a very thriving place, containing about 
eight hundied inhabitants; whereas Fulton has for some years 
past been almost a deserted place. The selection of the latter 
place for the beginning, would greatly impair the prosperity of 
the former, if it did not altogether drain it. How far this con¬ 
sideration should weigh in the selection of a point of such great 
and perpetual importance, it is difficult to say; but certainly, 
if it may be avoided, the .State should never do that which 
will prove an injury to any portion of her citizens. 

" The convenience of approach to the river, and of erecting 
the necessary buildings for the working of the road, is about 
the same at the two points; but as a convenient or beautiful site 
for a large commercial town, such as may be expected to 
grow up in connection with this road, Fulton has greatly the 
advantage. Randolph, in fact, would scarcely ever have been 
built, had the landing for steamboats at Fulton contined as good 
as it was, when that town was first laid out, 

Fulton has had the reputation of being an unhealthy locality. 

I see nothing in the topography of the vicinity lo render that 
place more so than the eastern shore of the lower Mississippi 


eialiy. My own opinion is, that both places are equally un¬ 
healthy. . 

The greater or less facility of constructing a road through 
Arkansas, to extend westward towards Louisiana and Texas 
from the osposite side of the Mississippi river, ought to be 
considered in selecting the place of beginning. Having no cer¬ 
tain information on this point, I am left rather to conjecture 
than otherwise; but it is presumed that there can be no great 
difference in that respect between these two points. 

In regard to the character of the landings at these points, 
it is proper to say that I have not that personal kuowledge ot 
them that would enable me to speak conclusively on the subject. 
But such personal examination as could be made at the time 
I was on the Mississippi, joined to the information received from 
others induce me firmly to believe that there is a good and 
convenient natural landing at all of the three points in competi¬ 
tion upon the river. 

There is certainly good landing at all stages of water at both 
Randolph and Ashport, and I know from personal examination, 
that there is good landing at Fulton at high and middle stages, 
and I have the testimony of those upon whom I rely, that the 
landing is good there at low water also. But be that as it may, 
if wharves be used to facilitate the intercourse between the riv¬ 
er and road as they evidently should be, then the difficulty of 
landing at low water at Fulton is overcome, that place being 
better suited to the safe and convenient construction of wharves 
than either of the others, as will appear from an inspection of 
the accompaning maps. 

'1 hat inspection will also show that no change of current can 
improve the landing at Ashport; that every prospective change 
will improve that at Fulton; and that a threatened change of 
the main current from the west to the east side of Miller’s Is¬ 
land, may produce serious difficulty at Randolph. 

In order to a more full examination of these several landings 
at a suitable stage of water, I have recently detached one of 
my assistants on that duty. My instructions to him and his 
report and drawings are herewith submitted. It is proper for 
me to say that, as the assistant was not of my selection, I cannot 
be responsible for the accuracy or fidelity of his work. It is 
due to him, however, to say, that he has exhibited great indus¬ 
try in the preparation of his report, and that the facts stated by 
him appear to be true. 


Comparison of the Fulton and Ashport routes. 

The route which begins at Ashport, as has been stated, meets 
that from Fulton at Hazlewood’s mill, on Cane creek. It lies- 
partly on the north and partly on the south side of the central 
line of the State, and is eminently the Central Route. 

The draw-bridge on Coal creek, however, is a perpetual trou¬ 
ble and expense not encountered on the other route*: 

The comparatively steep grade and sharp curvature at the 
Bluff are evils in this route not incurred on the other, the great¬ 
est grade from Fulton to Hazlewood’s mill, being five feet per 
mile, whilst that'up the Bluff is 20 feet per mile; and the 
least radius of curviture on the former being 100 feet, whilst 
that on the latter route is eight hundred feet and for three times 
the distance. 

So far as the accommodation of the Forked Deer country is 
concerned, the two routes are equal; but it is not so with the 
country watered by the Hatchie. Both the Randblph and the 
Fulton routes ran from one to the other of these rivers and thus 
connect them together, and facilitate the business upon them 
both separately and connectively. There is no connection, 
however, between the Ashport route and Hatchie river, and 
hence it accommodates a less extent of country and of popula¬ 
tion than either of the others. 

But by the construction of the levee from Ashport to the 
Bluff, about 50,000 acres of land will be protected from inunda¬ 
tion, the increased value of which may be estimated at §5 per 
acre, making the sum of $ 250,000 to be added to the wealth 
of the State, which the levee itself costs about one sixth of it. 
A large portion of the land still belongs to the United States; 
but it is expected that it will ere long, be relinquished to the 
State of Tennessee. This circumstance is a strong inducement 
to the coustruction of the levee; and it has no parallel on the 
Fulton route. This advantage may be deemed a full equivalent 
to that of the connection with Hatchie river; and thus far the 
two routes may be considered as presenting equal advantages. 

We will now discuss the relative cost of the two roads and 
their actual value in regard to the expense of transportation 
and repairs. 

*A letter from Major William Conner, received since the above was written? 
gives the information that the Ashport Turnpike Company are now building a 
bow across Coal creek. lie also suggests that much expense may be saved in 
the building of the Rail Road by the levee now under construction for the Turn¬ 
pike frem Ashport to the Bluff. 






•21 


If we assume $17,000 as the cost of a mile of road, with a 
double track laid, and $23,000 as the present sum equivalent 
in value to the expense of the perpetual repairs and transpor¬ 
tation upon one mile of level road, where the transportation is 
such as to make the tolls amount to fifteen per cent, upon the 
capital invested in the road, for every mile that the length of 
the road may be shortened, we shall have $40,000 extra to 
be devoted to that object, without regard to the saving of time 
in the running. 

It is to be observed that the cost of repairs is estimated in 
proportion to the actual length, whilst the cost of transporta¬ 
tion is in proportion to the equated length of the road. Of 
the $23,000 allowed for repairs and transportation, we may 
assume $10,000 for the former, and $13,000 for the latter. 

The difference between the actual lengths of the two routes 
is five miles, and the difference between their equated lengths 
is three and three quarters miles. Adding the $17,000 for 
construction, to the 10,000 for repairs, and multiplying their 
sum by the difference of actual distance, we have $27,000 X 
5=$ 135,000, the saving in construction and repairs. To this 
sum is to be added the cost per mile of transportation multi¬ 
plied by the difference of the equated length in miles, which 
is $13,000 X 3f=$48,750. These two products added toge¬ 
ther give $183,750 as the sum which expresses the actual va¬ 
lue of the Ashport route, when constructed over and above 
that of the Fulton route. Now the actual cost of the Ashport 
route over the other is $70,147 89, which being substrac.ted 
from $183,750 leaves $113,602 20, as the actual balance in 
favor of the Ashport route. 

The range of comparison is now lowered down to the local¬ 
ities simply. 

Ashport is situated upon a level tract, extending along the 
bank of the Mississippi about one and a half miles, and being 
about 300 to 400 yards wide, generally elevated from one to 
two feet above the highest water, but frequently intersected 
by high water slues. This table land gradually slopes off in 
every direction, (except on the river side,) into lower grounds 
much subject to overflow, as has been before stated. It is 
ten and a half miles by the proposed rail road, and seven and 
three quarters miles by the turnpike, now under construction, 
from Ashport to the bluff. Except the small tract above des¬ 
cribed, just at Ashport, there is probably not a foot of land 
between this bluff and the Mississippi, in one direction, and 


the mouths of Forked Deer river and Coal creek in the other, 
which is not subject to being flooded by the Mississippi. This 
inconvenience, it is presumed, would be greatly alleviated by 
the construction of the levee for the road, and of another ex¬ 
tending along the bank of the Mississippi down to the bend 
af Plum Point. 

The even surface of the site, its slight elevation above the 
bed of the river, its excellent landing, its commanding view 
of the river for fourteen miles, its beauty, and the dryness 
ol its soil at all seasons of the year; all these advantages 
strongly recommend it to our judgment and taste as a site for 
a commercial town; and if we could be assured that it would 
remain as it now is, we could not hesitate in our selection. 
But will it so remain? Judging from our past experience and 
our present knowledge of the action of the Mississippi, we 
have cause to fear that it will not so remain. The river placed 
it there, and the river may take it away; and it is well known 
to those acquainted with this part of the river, that great 
changes have recently taken place and are now going on, both 
above and below this point. It is a well established fact, in¬ 
deed, that the bed of the Mississippi continues to vibrate from 
highland to highland, and that the whole of its extensive flats, 
bounded by highland on either side, are successively washed 
away and formed again. 

In selecting a site for a great work like this, upon which we 
are engaged, and for a populous town connected therewith, 
we should be sure, if possible, to have it based upon secure 
and permanent ground. 

Fulton is situated upon high ground, gradually sloping to 
the river. It is one of the rare instances in which the bluffs 
of the lower Mississippi are naturally graduated to the water. 
It presents good building sites at any height from low water up 
to 100 feet above the highest floods; and though the rolling 
character of its surface renders it less convenient than Ashport, 
as a commercial depot, yet it is far more so than any of the towns 
built upon the bluffs on the lower Mississippi,except Baton Rouge. 
About half a mile above the beginning of the rail road, there is a 
high bluff based upon a stratum of conglomerate rock, imbed- 
ed in blue clay, which together form a complete resistance to 
the action of the current. Just below the beginning, also, 
there is a deposite of gravel, which appears to be permanent. 
It is probable that it also is based upon blue clay, and that a 
stratum of that substance extends along the whole front of the 

4 , 


26 


town. These facts are sufficient to insure the permanency of 
the site itself; but it is possible that in process of time, the 
channel of the river may forsake it, and the landing become 
obstructed by bars, as has been the case heretofore. But, as 
has already been stated, the landing is now good, there is 
every indication that it will improve, and that it will continue 
to be good as long as any other landing on this part of the 
river. 

With this statement of facts, it is respectfully submitted to 
the Legislature to determine which ot the three routes thus 
compared shall be adopted. My subsequent estimates, how¬ 
ever, will be based upon the hypothesis, that the Fulton route 
has been selected, as it has an intermediate length between 
the other two. This discussion has been drawn out to an un¬ 
expected length, but it would seem well justified by the im¬ 
portance of the subject, its intrinsic difficulty, and the intimate 
relationship existing between your engineer and one of the 
parties chiefly interested in the result of the comparison. 

IV. Further description of the route , with a summary of 
curves , grades , distances , and cost of the whole. 

Having reached the Forked Deer bottom, the united route 
turns a little south of east, and runs in a nearly straight direc¬ 
tion along the south side of the river between it and the points 
of the hills, on almost level ground, subject to little overflow, 
and requiring but slight expense to prepare the bed of the 
road. Crossing the Cherryville and Jackson turnpikes, near 
their southern extremities, it keeps up the south side of Forked 
Deer to the mouih of Little Middle Fork, where it crosses the 
main river, and pursues up the south side of Little Middle 
Fork and up Smith’s Fork and Green’s Branch to the main 
dividing ridge, between Forked Deer and Tennessee waters. 
It passes this ridge near Nathan Green’s, on Lexington and 
Mifflin road, and taking down a branch of Wolf creek, and 
v then down Wolf creek itself, falls upon Beech river half mile 
below Collins’ mill, and about one mile from Lexington. It 
then takes down the flats of Beech river, crossing that stream 
frequently to avoid sharp curves and difficult bluffs, and about 
five hundred yards above its mouth strikes upon the Tennes¬ 
see river. 

The curvature of the road upon this part of the route need 
i,o where have a less radius than 1000 feet, and most of the 
joute is nearly stiaight. there is however a large bend in 


Vi 


Beech river, opposite to Lexington, which increases the length 
ot the route about one mile over *a direct line, in a distance of 
one and a half miles, and consequently involves great curva¬ 
ture. 

The profile of the whole route from the Mississippi to the 
Tennessee presents but one great difficulty, and that is the 
main dividing ridge at the “Beech river summit,” where a 
grade of twenty feet per mile, for a distance of four miles, and 
a cut of 55 feet in depth will be required, if it be desired to re¬ 
duce the grade of this ridge to so low a rate. But considering 
that most of the road between the Tennessee and Mississippi 
will be so level, and that the grade of no other part will exceed 
ten feet per mile, it is highly desirable that the grade of this 
ridge also should be reduced even down to 10 feet per mile, if 
it be designed to pass this summit without additional power. 
But the expense of such a grade would be enormous. To re¬ 
duce it to a grade of even 20 feet per mile would involve an 
expense of not less than $200,000. We are, therefore, forced 
to resort to an inclined plane with a fixed engine, or to the use 
of an extra locomotive to assist other engines in taking their 
trains over the steeper grade; and of the two methods I preter the 
latter. By adopting a grade of 55 feet per mile for two and a 
half miles, the whole extra cost of passing the ridge will not ex¬ 
ceed $45,000, including a locomotive engine. 

This plan will give 124£ miles for the actual , 138J miles east¬ 
ward^ and 131 £ miles westward for the equated length of the 
road between the two rivers, or between Fulton and Perry- 
ville. 


The Cost , 

May be estimated as follows: From Nixon’s creek to Tene.^ 
see river at Perryville. 

Clearing and Grubbing. 

85 miles at $300 $ 25,500 00 

Bridging and Culverts. 

2,295 feet wooden bridging $17,441 00 

101 Culverts of masonry, IS,180 00 $35,621,00 

Excavation and. Embankment. 

384,520 cubic yards a 15c $57,678 00 

540,274 “ * c 20c 108,054 80 


28 


Extia for side cutting (Beech river J 13,237 00 178,969 SO 


Cost of road bed from Nixon’s creek to Perry ville, $240,090 80 
“ tc “ Fulton to Nixon’s creek, 109,319 00 

Total cost of road bed from Fulton to Perryville, 

(or an average of $2,806 50 per mile, $349,409 80 


Superstructure. 

124J miles at $6,500 per mile, 


809,250 00 


Which added to cost of road bed gives, 


$1,158,659 80 


Surveys , Superintendence and Contingencies 
10 per cent upon the whole estimate, 115,865 98 

Which gives. $1,274,525 78 


For the entire cost of the rail road from the Mississippi to the 
Tennessee, or an average cost of $ 10,238 15 per mile, with 
road bed prepared for two tracts, and with one tract and appro¬ 
priate viafuges ready ior the reception of the cars. 

The sum deemed necessary to purchase engines and cars, 
and to erect depots, car-houses, offices, &c. is estimated at 
$ 145, 474 22, which being added to the cost of the road itself, 
gives the round sum of $1,420,000 00, as the whole amount re¬ 
quired to put the road in complete operation. When the amount 
of transportation shall be so increased as to render the second 
track necessary, it is presumed that the income of the road 
will be sufficient to supply all w^ants either directly or as a guar¬ 
anty of loans. 


V. Remarks upon the importance of this road , considered as 
a detached work. 

By calculation and by actual experiment upon other roads, it 
is found, that on a road of the kind here proposed, with all the 
conveniences that this has for fuel and water, the cost of trans¬ 
portation of ordinary freight will be one cent per ton per mile, 
transported at the rate of twelve miles an hour, and that the 
cost of transporting passengers, with usual baggage, will be one 
half cent each per mile, at the rate of twenty miles per hour; 
(the equated distances in this statement being understood,) and 







these may be taken as the average rates of running across the 
peninsula, including the time necessary for stoppages. 

Now, the mean equated distance between the two rivers is 
135 miles. This number divided by 12, gives llj hours re¬ 
quired for freight; and by 20 gives six and three quarter hours 
required for passengers to bo transported from the Mississippi 
to the Tennessee, or vice versa. 

A simular calculation gives $1 35 for the actual cost of each 
ton of freight, and 67£ cents as the actual cost of each passen¬ 
ger so transported. But the probable rates of charging for 
such transportation would be three cents per ton per mile for 
freight and five cents per mile for passengers. 

A very few facts will be cited to show the great local conven¬ 
ience of such a road. It is only during about three months in 
the year, that the Forked Deer river is navigable as far as Jack- 
son; and frequently the people of that vicinity are forced to 
wagon their exports and imports to and from the Mississippi river 
at an enormous expense. But even when chance does favor 
them with water, it never costs less than $ 2 00 per bale to get 
their cotton from Jackson to the Mississippi. But by the rail 
road it may be taken for fifty cents. Lime is now sold at Jack- 
son at about fifty cents per bushel; but, establish the rail road, 
and it may be profitably sold there At 12J cents. A traveller 
wishing to go from Jackson to the Mississippi river, takes the 
stage for Memphis, travels continually for thirty hours, and 
pays about $10. By lail road he may reach the Mississippi at 
an expense of one-twelfth the time and one-third the money. 

It is, of course, impossible to form any precise estimate of 
the amount of transportation that will take place upon the road. 
But when we reflect that West Tennessee has no interior navi¬ 
gation during the greater part of the year, and no material to 
make paved roads; and yet has an excessively bulky export to 
get to market, and a great demand for the importation of lime,, 
plaster, iron, coal, groceries and dry goods, it will be readily 
seen that the amount of local business will be great. When, 
however, we extend our view, and see the voyage of four days 
around the peninsula, reduced to a ride of a few hours; when 
we look to the connection with Alabama, East Tennessee, and 
Virginia, by w^ay of the Tennessee river; when we look into 
Middle Tennessee and even to Nashville itself, and see the in¬ 
tercourse between that place and New Orleans, that would take 
place by this route; and again, when we cast our eyes beyond 
the Mississippi, and see there broad and fertile lands whose 


30 


prosperous inhabitants will make this a thoroughfare for their 
trade and travel; we cannot but be assured that the total amount 
of business to be done upon this road will be more than com¬ 
mensurate with its expense. 

Suppose that the transportation amounts to 50 tons and 50 
passengers each way daily throughout the route; and surely it 
cannot be less than that amount. This is 100 tons and 100 pas¬ 
sengers transported daily through a distance of 125 miles. The 
freight being reckoned at three cents per mile, and the passen¬ 
gers at five cents each per mile, we have, 

For the freight, 100X 125X 3X 365=^136,875 00 

For passengers, 100X125X5X1365= 228,125 00 


Or for the gross income, $§365,000 00 

(Without taking any account of commissions for receiving; 
and storing freight.) 

Deduct for actual expenses, 

Freight, 100X 135X IX 365=^49,275 00 
Passengers, 100X 135X^X355= 24,637 50 


Annual repairs six per cent upon 

prime cost of road, 76,471 54 150,384 04 


Leaving for the nett income, $214,615 96 

Or a fraction over 15 per cent per annum upon the whole cap¬ 
ital invested* 


ROUTE THROUGH MIDDLE AND EAST TENNES¬ 
SEE. 

Having completed what we have to say, specially in regard 
to the route through West Tennessee, we will now proceed 
to the consideration of the route throughout the other divis¬ 
ions of the State; and, according to our previous arrangement 
of subjects, it will be our object, 

1. To point out the route. 

And in order to a better understanding of the route, a brief 
general description of the country will be presented. 

All that country lying between the western base of the 
Cumberland mountain and the Tennessee river, may be re- 







31 


garded as a bench of the mountain itself, and is elevated from 
seven to eight hundred feet above the Tennessee river. The 
geological formation of this region, being of the secondary or¬ 
der, the strata lie horizontally upon each other; and at the 
depth of three to five hundred feet below the common surface, 
which is poor, gravelly, and sandy, lies a stratum of limestone 
rock. In various places the strata superior to this limestone 
are pretermitted, and exhibit the appearance of having been 
removed by some mechanical action; and thus, in many places, 
valleys or basins are formed, presenting all the richness inci¬ 
dent to the horizontal limestone formations, of which the val¬ 
ley of Duck liver is a remarkable instance. If you follow up 
Duck river from its mouth, for a distance of fifty miles, (mea¬ 
sured in its general direction ,) you will find it hemmed closely 
in by high and precipitous hills; but at the end of the fifty 
miles you emerge from the gorge, and enter upon a wide spread 
and fertile valley, interspersed here and there with gently 
sloping hills, and presenting an appearance of unbounded 
wealth and beauty. But push your journey a few miles to 
either hand across this valley, and you will find it surrounded 
by a high and rugged barrier, composed chiefly of sandstone; 
and on ascending this barrier, you will find yourself upon the 
general level of the bench of the Cumberland mountain. Most 
of the streams emptying into the Tennessee from the east side 
during its second course through the State, present similar 
valleys or basins; and the basin of Elk river approaches so 
nearly to that of Duck river, that in many places a very nar¬ 
row ridge divides them. The Cumberland has also its grand 
basin, and its tributaries, their appropriate smaller ones, so 
that the table land is so indented, for a distance of a hundred 
miles from the Tennessee, as to have scarcely an appearance of 
continuity; the ridge between the Stones river and Duck river- 
basins, in fact, almost disappears near the road from Murfrees- 
borough to Shelbyville. It is a singular feature of the coun¬ 
try, that these basins are generally at a considerable distance 
from the main river, and that there is a large body of high 
table land along the Tennessee, which is only interrupted by 
the streams which drain these basins. 

In order to conduct a road through a country thus composed 
of tracts of high table land and intervening basins, the first 
idea which w'ould suggest itself, would be to pass between the 
tracts of table land by the valleys of the streams, and then 
to run the desired course across the flats of the basin; and the 


second method which would naturally occur to the mind would 
be to ascend to the summit of the table land, and to continue 
on that elevation. 

But when we examine more minutely the ground before us, 
we find that Duck river is the only stream any where near our 
route, that tears asunder the high ridge which bounds the Ten¬ 
nessee river on the east, and that its valley presents no feasi¬ 
ble route for a road. In every two or three miles there are 
high and precipitous rocky bluffs on alternate sides, and the 
narrow flats which lie opposite to the bluffs, are subject to 
overflow from ten to forty feet in depth. 

When we cast our eyes on either side of Duck river, we 
'find the minor streams at every few miles, cutting chasms in 
'the table lands from three to five hundred feet deep, and thus 
presenting almost impassable gulphs. Perhaps there is not a 
more broken country in the world than that round about the 
lower part of Duck river. Great difficulties must therefore 
be encountered on this part of the route. In following out 
our second method of passing them, (that is by ascending to 
the highlands and keeping there,) on the north side of Duck 
river, we discover nothing but a succession of ridges, and 
deep rugged chasms to be crossed. But on the south side we 
find a ridge dividing the waters which flow to the north into 
Duck river from those which flow south into Buffalo river 
above the great bend. In availing ourselves of this ridge, 
however, we have first to encounter that which divides the 
Tennessee from the Buffalo, where it is 381 feet high, above 
the former river; and after we have attained the desired ridge 
we can only continue upon it about twenty-four miles, until it 
becomes so narrow and irregular about the heads of Big Big- 
by creek as to force us to descend into the Duck river basin. 
But with all these difficulties it cannot be questioned, that the 
south side of Duck river presents a far more eligible route 
than the north side. 

Once within the basin around Columbia, we continue in it 
as far eastward as possible, and then rising again upon the 
table land, keep upon it to the foot of the mountains. To do 
this we are forced to pass so far south as to cross Caney Fork, 
above the Falls; and in order to clear that point our course 
takes up by the head waters of Duck river. This route is fur¬ 
ther recommended by the fact, that the table land is here 
much more easily ascended than by way of the head waters of 


33 


Stone’s river, where any route north of this would necessa¬ 
rily pass. 

The Cumberland mountain is remarkable for the abruptness 
of its sides, and for the levelness of its surface. This is ow¬ 
ing to the fact, that it is composed chiefly of strata of lime¬ 
stone rock, lying horizontally, and surmounted by a stratum 
of soft and friable sandstone. As the limestone is little af¬ 
fected by the action of the elements, it preserves the perpen¬ 
dicularity of the mountain sides; and as the sandstone is rea¬ 
dily decomposed, the heat, the frosts, and the attrition of the 
rains all tend to smooth its sandy top, whilst the near ap¬ 
proach of the limestone to the surface prevents the formation 
of any very deep ravines. Arrived at the base ol the moun¬ 
tain, two modes of effecting its ascent present themselves. 1. 
By the use of inclined planes and stationary power. 2. By 
forming a road winding along the steep mountain sides and 
rising at the rate of ascent within the range of useful action of 
locomotive power. Although a location may readily be ob¬ 
tained, where the ascent may be made at the rate of fifty to 
sixty feet per mile, yet for divers seasons which it is not ne¬ 
cessary here to discuss, I prefer the use of the first method. 

As the main Cumberland mountain, of which we have just 
been speaking, rises abruptly from “the barrens,” or table 
land below, so in turn a narrow mountain rises abruptly, with 
rocky sides, from its surface, and almost as high above the gen¬ 
eral level of the main mountain as that mountain is above 
“the barrens.” But fortunately, nature has broken the conti¬ 
nuity of this ridge in a remarkable manner at the Crab or¬ 
chard, so as to admit of its passage through a gap on the gen¬ 
eral level of the mountain’s top. 

Passing through this narrow defile, we immediately fall upon 
waters running to the eastern base. From this point, we may 
either follow these waters down and have a continuous descent 
to the foot, or we may, by crossing the ravines of several 
creeks still keep upon the top of the mountain, until we ap¬ 
proach its crest, and then descend it by an inclined plane. Of 
the two modes the former is to be preferred, as the more con¬ 
venient, safe, and economical. 

This route down the mountain brings us into the Tennessee 
valley, about four and a half miles from White’s creek shoals, 
on the Tennessee, where a connection might readily bo made 
between the road and the river. And as these shoals are the 

5 


34 


head of navigation in the Tennessee, during a great part of 
the year, this feature in the route is important. 

Arrived at the easterly base of the mountain a most compli¬ 
cated country is then to be unravelled. The whole of East 
Tennessee presents a surface almost regularly serrated by 
ridges and valleys running in a direction north east by south 
west. To follow one of these Valleys would be an easy mat¬ 
ter, but our course leads us more to the east and obliquely 
across them. All that we can do, then, will be to select a 
valley in which to begin, follow it until we can find a gap in 
the opposing ridge, then pass into the next gap, and so on 
throughout. 

Following this outline, we have selected one from the in¬ 
finite diversity of routes presented by the peculiar features of 
the country. 

Having given this brief outline of the country, I will pro¬ 
ceed to indicate the route which I would recommend for your 
adoption; observing that it has been selected from the numer¬ 
ous routes examined, rather for its eligibility than' from its 
proximity to the central line of the State. In the further pros¬ 
ecution of my design to present a clear exposition of facts and 
opinions, in relation to the rail road and turnpike respectively, 
I shall, for the present, confine myself exclusively to the sub¬ 
ject of 


THE RAIL ROAD. 

For the better understanding of the following descriptions 
of routes, reference is respectfully made to the general map 
of the State, and the several drawings herewith submitted. 
In this connection it may be well to remark, that the want of 
time and means has rendered it impossible for me to prepare 
such delineations of the various routes examined as ought to 
accompany this report. The same want of time and means 
also will prevent me from presenting at present any descrip¬ 
tion of the various routes examined and not adopted, or of at¬ 
tempting to institute any comparison between the several routes 
brought in competition. 

As soon, how r ever, as such additional matter can be prepared, 
it will be submitted to the board. 

To proceed then with the description of the route selected. 
It crosses the Tennessee river half a mile south of the court¬ 
house, at Perry ville, and takes up the valley of Cypress creek ? 


which it pursues to itshead; passes the Buffalo ridge, nearly 
.opposite to the sinks of Buffalo river, winds along the easterly 
base of this ridge for several miles, and crossing the Buffalo 
river takes up Hurricane creek, to its head, where it ascends 
the dividing ridge between the creeks which run south into Buf¬ 
falo river, above the great bend, and the creeks which run north 
into Duck river. It pursues this ridge to the head waters of Big 
Bigby creek, along the ravine and valley of which it descends, 
by Buckner’s cotton factory, to the valley of Duck river, up 
which it proceeds, leaving Columbia three miles to the left, 
passing near Cedar spring and Farmington, and crossing the 
river near the mouth of Hurricane creek, up which it proceeds 
for several miles, leaving Shelbyville about three and three 
quarters miles to the south; and then falling upon the Hurri¬ 
cane fork of Big creek, it pursues that branch to its head 
near May field’s, on upper road from Shelbyville to McMinn¬ 
ville. Passing this ridge the route falls upon War Trace creek, 
crosses it, and passing another ridge, falls upon Garrison fork 
of Duck river, at Davis’ mill, a few hundred yards below the 
mouth of Noah’s fork. From Davis’ mill the route takes up 
Garrison fork to the mouth of McBrides’ creek, and thence 
up that creek to the level of u the barrens,” or the first bejich 
of the Cumbeiland mountain. From the head of McBride’s 
creek the route bears a little north of east, and crossing the 
head waters of the Barren fork of Duck river, falls upon those 
of the Barren Fork of Collins’ river, and follows along the 
general direction of that river, to within a few miles of Mc¬ 
Minnville, where it leaves that stream to the right, and pas¬ 
sing one and a half miles north of the town falls upon Collins’ 
river, at the mouth of Charley’s creek. Crossing the river 
immediately, the route diverges from it, and crossing the 
stage road about two and a half miles from Rock Island falls, 
upon Rocky river, about two miles above the Island, and 
crossing the river bears along its eastern margin to Roger’s 
iron works, whence it takes a more easterly course, and cros¬ 
sing Caney fork, about three miles above the isknd, stretches 
across the country to Simpson’s bridge, cn the Calf Killer. 
That stream being crossed, the route bears up towards Sparta, 
to a point within three-quarters of a mile of the town, where* 
having turned a spur of the mountain, it bears eastward, and 
running up Bear cove, arrives at the foot of Cumberland moun¬ 
tain, nearly with the stage road. The route here ascends a 
height of 884 feet in about one and three-quarters miles, by 


means of two inclined planes; and then bearing off in a direc¬ 
tion a little north of east, passes the head waters of Lost 
creek, Cliffy creek, and crossing Caney fork again turns south 
of east, passing the main dividing ridge between the waters of 
East and Middle Tennessee, falls upon Daddy’s creek, and 
crossing it passes by the Crab orchard to the head of Burke’s 
branch, which it pursues to Fall creek, down Fall creek to 
Piney, down Piney to White’s creek, and down White’s 
creek to its emergence from its chasm in the Cumberland 
mountain. 

From the outlet of White’s creek the route turns to the 
north of east, and running up the mountain valley nearly two 
miles, passes a gap in the right hand ridge, and falls upon the 
head waters of King’s creek, down the valley of which it 
runs by Burke’s (late Haley’s) mill, to the mouth of Haley’s 
branch, below the Gordon road; thence up Haley’s branch in 
a narrow valley, to its source near Millikin’s, on the Gordon 
road; thence down Millikin’s and Cave Spring branch, by Post 
Oak Springs to Caney creek, near the stage road; thence down 
Caney creek and up Underwood’s branch, to stage road again; 
thence with that road nearly to the forks of Brown’s and 
Clark’s roads; thence up the same valley to the head of King’s 
branch, and down it, by Margrave’s tan-yard to Clinchs’ river, 
about one and a half miles above Brown’s ferry. Crossing 
Clinch the route takes up its south side, along the flats where 
they exist, and along the sides of the bluff’s where th^y ap¬ 
proach the river, until it reaches the mouth of Hadley’s, 
or Christy’s creek, thence up that creek to a low gap, through 
which it passes into Francis’ valley, near Mrs. Crow’s, on stage 
road; thence up that valley, leaving the stage road to the 
right, to the head of Andrew’s branch, and down that braneh 
to Clinch river, near Jenkin’s; thence along south side of 
Clinch, passing the end of Buttermilk ridge to the mouth of 
Caney creek, near Waller’s, where it finally leaves Clinch 
river, and soon falls into the Pawpaw Plains. Passing through 
these plains, it takes up Meadow branch, and passing a ridge 
at Peter Fritz’s, falls into the continuation of Beaver creek 
'valley, and passing near Williams’ and Cook’s, runs into 
Hynd’s valley, by the gap in Beaver ridge, made by Hope’s 
creek, near his mill; thence it follows up Hope’s creek, to a 
low gap in Black Oak ridge, which it passes, and falls into 
Grassy valley, about half a mile from Berry's (Meredith’s old 
stand,) on stage road, and in about half a mile further unites 


into the flat lands along Buffalo river. This part of the 
with the route of the Iliwassee Rail Road, and thence runs 
with that road to Knoxville. 

The route parts with the Hiwassee road, about halt a mile 
from the court house in Knoxville, and passing north of Gal¬ 
lows hill, crosses First creek above the cotton factory, and 
continues along its south side to the first bend, near Bell’s. 
Here it leaves the creek, runs with the stage road for a short 
distance, and then leaving it to the left, passes by a succession 
of valleys to Armstrong’s ferry on Holston river. It there 
crosses and leaves the river and passes over a series of low 
ridges, keeping from one to two miles from the river until 
it approaches it again at McBee’s ferry; thence it pursues 
nearly the route of the road to New Market, as far as Bea¬ 
ver creek, beyond which it leaves that road to the right, and 
keeping up the valley, passes near the sink of Lost creek, and 
follows up the valley of that creek, to the town of New Mar¬ 
ket, through which it passes; and then taking up a valley lead¬ 
ing over to Mossy creek, it crosses that creek half a mile be¬ 
low its head; and leaving Branner’s and Reese’s to the left, 
falls upon the old Quaker road, and leaving it to the right/ 
passes through Watkin’s farm, and again intersects the road 
from New Market to Greenville, half a mile east of Panther 
springs, which place it leaves to the left; thence nearly with 
the Greenville road by Morristown, Cheek’s Cross Roads, 
Russelville, and Gillespie’s, to Bent creek meeting house, 
where it descends the valley of Bent creek to White-horn 
creek, and thence up the east fork of that creek to Bull’s gap 
in Bay’s mountain. Passing this gap, it takes along the eas¬ 
terly base of Bay’s mountain, in the direction of the Babb’s 
mill road, until it encounters Big Gap creek, up which it as¬ 
cends to Couch’s gap. This gap being passed, it falls upon 
the flats of Lick creek, and taking the general direction of 
Snapp’s ferry road it falls into Lick creek bottom, at Rogers’, 
near where Snapp’s ferry road crosses that creek. 

From this point it runs up Lick creek, nearly to its source, 
where it crosses a low ridge, and falls upon the head waters 
of Horse creek, at Moo:es’. It then follows the flats of 
Horse cieek to Pierce’s, where it leaves the creek, and pas¬ 
sing a low gap falls upon Ilolston river, about one and a quar¬ 
ter miles below the head of Long Island. Continuing directly 
across the river, it passes through the “Island Flats,” intern- 
sects the stage road from Kingsport to Abingdon, at Gotts’, 


33 


ami falling into the valley of Reedy creek continues up the 
valley of that stream to the Virginia line. 

This route may be more conveniently described by divisions, 
as follows: 

First Division , 

Beginning at Perryville, on Tennessee river, and ending at 
a point two and a half miles below Buckner’s cotton factory, 
on Big Bigby creek. Distance tilty-four miles. 

At the beginning of this division we have a formidable diffi¬ 
culty to encounter, in the crossing of Tennessee river, which 
requires a bridge of 454 yards long, and elevated about seven¬ 
ty-six feet above the bottom of the river. A draw in it for 
steam-boats will also be required. Fortunately, there appears 
to be no peculiar difficulty in obtaining good foundations for 
the piers and abutments of the bridge; whilst excellent quaries 
of limestone rock are near at hand, and good timber for the 
superstructure may be easily procured along the river. The 
kind of bridge recommended here, is one composed of a 
wooden superstructure upon stone piers and abutments. In 
consequence of the great convenience of materials for build¬ 
ing, it is estimated that this br idge need not cost more than 
$130,000. 

Having crossed the Tennessee, the route is very favorable 
up the valley of Cypress creek, for a distance of seven miles, 
when it begins to run along the sides of the hills in order to 
ascend more rapidly than the natural rise of the valley. Rising 
about three miles, at the rate of sixty-feet per mile, the road 
attains an extreme elevation of about 356 feet above high wa¬ 
ter in Tennessee river, and passes the Buffalo ridge at a gap 
one to two hundred feet below its general level. This sum¬ 
mit requires a cut of only twenty-five feet in extreme depth, 
and about 1200 feet long. Were it not for the steepness of 
the sides of this gap, it would be advisable to deepen the cut, 
in order to reduce the grade; but the slope of the sides being 
already as steep as the earth will stand, the flare of a deep 
cut would extend to an immense height above the road bed. 
This is probably the only place in the Buffalo ridge, where it 
could be passed by a rail road, without resorting to a tunnel, 
or to two inclined planes with stationary power. 

Having passed the gap in the ridge, the road winds along on 
a bench of the mountain for about three and a half miles, 
descending at the rate of sixty feet per mile, until it falls 


39 


youte will be very expensive, as it leads across many ravines 
in the side of the ridge, and requires high embankments or 
bridges to cross them. The curvature for a short distance 
at the cast side of the gap will be very great. Still no other 
route has been found across the' ridge at all competing with 
this in the aggregate advantages. 

Passing Buffalo river without difficulty, the road runs on 
favorable ground up Hurricane creek, about seven miles fur¬ 
ther, to the forks of the creek at Tom Barber’s, where the 
valley begins to rise more rapidly, but still continues smooth 
and open. From Tom Barber’s the road rises sixty feet per 
mile, in the first mile, and 120 feet per mile for two miles fur¬ 
ther, when it attains the summit of the ridge, dividing the wa¬ 
ters which fall into the Buffalo river from those that fall into 
Duck river directly. This ridge has been appropriately named 
by Col. S. H. Long, after the lamented Lewis, the renowned 
traveller, who lies interred on its summit. To attain this sum¬ 
mit, even with the high grades already noted, a cut having an 
extreme depth of fifty-six and a half feet w ill be required. 
This fact will show that the grades could not have been reduc¬ 
ed, without involving an intolerable expense; and it may be 
well questioned, whether it would not be judicious to super¬ 
sede the steep grade for locomotive power, by a still steeper 
grade, to be worked by stationary p uver. But it is believed, 
that locomotive engines, with the e^iinary passenger trains, 
may ascend this grade at a diminished speed, and the burthen 
cars may be taken up at tw r o or three trips of the locomotive; 
or an extra locomotive may be kept at this point to assist the 
trains up this ascent. When we reflect that much the greater 
portion of the freight, on this part of the road, will probably 
be going westward; w 7 e will see the importance of avoiding 
the use of stationary power to assist in the ascent in the other 
direction. 

Having attained the summit of Lewis’s ridge the road has a 
very favorable location for twenty-four miles along its crest to 
the head of Big Bigby creek, where it commences its descent 
with a deep cut, and then falls at the rate of sixty feet per mile 
for five miles along a rough and crooked ravine, before it attains 
the level of the flat grounds on the creek below the Factory. 

This division involves much more difficulty than any other 
upon the whole route, except that over Cumberland mountain, 
but still, as we have just seen, all its difficulties may be over- 


40 


come. The route presents an abundance of good timber and 
stone wherever they are required. 

It is probable that the New Orleans and Nashville Fail Road 
may find as good a route down Big Bigby creek, from the table 
lands, to the Duck river basin, as by any other channel. If so* 
the two roads would naturally run together to a point opposite 
to Columbia. As there w r ould be but little inconvenience in the 
common use of the same road by the State and by the Compa¬ 
ny, the construction of that part of the road might be well ex¬ 
ecuted by the two parties conjointly. This would be a great 
alleviation of the expense attendant on this division. A present 
saving might be made to each of the parties of $ 249,000, ('per 
estimate,) and the annual repairs upon nine and a half miles of 
road. It gives me pleasure to say that, the President of the 
N. O. & N. R. R. Co. in reply to a letter addressed to him 
on this subject, has expressed the readiness of that Company 
to enter into any arrangement of this kind calculated to advance 
the public welfare. 

Second Division. 

Beginning at a point two and a half miles east of the cotton 
factory on Big Bigby creek and ending at Fairfield, or Davis’ 
mills, on Garrison’s fork of Duck river. Distance fifty-six and 
a half miles. 

The road continues down Big Bigby flats to a low pass in the 
ridge below the valley of the main creek and the Sugar fork 
near the route of the Waynesboro’ road and there passing over 
into the valley of Sugar creek, runs near to Mount Pleasant, 
and still continues on favorable ground runs through the plan¬ 
tations of Lucius and Leonidas K, Polk, crosses Little Bigby 
near Pillar’s and ascends the ride on the east siage of that creek 
near Nimrod Porter’s at a point three miles south of Columbia. 
From this point eastward to the summit of the ridge east of Sil¬ 
ver creek, the route lies over ground much more rolling and 
difficult than that just passed. It continues on from the poin 
last named, through the plantation of Colonel P. W. Porter, 
and crossing Lytle’s creek and turning a little to the south of 
east, passes the ridge below Lytle’s creek and Mooney’s branch 
at Bridges; and then passing another low ridge, it falls into the 
valley of Hurricane creek and pursues it to its mouth when 
it crosses Fountain creek below the Shelby ville road; and there 
passing the divide , between Fountain and Silver creeks at Lan 
caster’s, it takes up the valley of Silver creek, nearly to Scrib 


41 


ner’s, on the upper Shelby ville road, where it ascends the ridge 
and immediately falls into the broad cedar flats. The cut at the 
summit ot this last ridge will be chiefly in limestone rock.— 
Though the road will be undulating and serpentine on this part 
of the route, yet no grades exceeding forty feet per mile, nor 
curves with a less radius than one thousand feet will be neces¬ 
sary. 

From the Silver creek ridge to the ridge on the west side of 
War Trace creek, the route is very level and direct, running 
all the way through what is called the “Flat woods,” an exten¬ 
sive region of level land covered with the most luxuriant 
growth of red cedar trees. From War TVace creek to Garrison 
fork the ground is quite rolling, but still a good route may be 
obtained at a tolerable expense. 

Good timber is not convenient on that part of this division 
west of Columbia; but a few T miles east of that place, the road 
enters the finest body of cedar timber probably to be found in 
the world, and continues in it for a distance for thirty-five miles. 
The ridge west of War Trace creek appears to be the boundary 
of this valuable growth. Stone of good quality is abundant 
throughout the division. 

Third Division. 

Beginning at Fairfield, on Garrison fork and ending at the 
western base of Cumberland mountain near Sparta. Distance 
fifty-four and a half miles. 

From Fairfield, the road ascends along the flats of Garrison 
fork, occasionally encountering side cuttings on the bluffs, and 
then ascends the valley of McBride’s cieek on very favorable 
ground, up to a point six miles from Fairfield where the ascent 
of the bench of the mountain begins. This ascent is affected by 
means of a grade rising at the rate of 120 feet per mile for a 
distance of one and a half miles and a cut of twenty feet in 
depth at the summit. From this point the road runs through a 
very level tract called “the Barrens” to the vicinity of McMinn¬ 
ville where the country becomes more broken. This sub-divis¬ 
ion will require but little expense in grading, as no rock pre¬ 
sents itself near the surface, and the excavation being chiefly in 
friable clay intermixed with sand. About three miles from 
McMinnville, the road descends into the valley of Charley’s 
creek, and runs upon very favorable ground, except one side 
cut, to the mouth. Collins river must be crossed upon a bridge 
about S00 feet long and thirty feet high. Thence the route to 

f> 


Rocky river, eight miles, runs over a very uneven surface, 
much indented by sink holes, but presenting no leading hills 
or hollows. Rocky river must be crossed upon a bridge about 
100 feet high and 300 feet long; and even with this bridge, 
grades of si?:ty feet per mile, for a distance of at least one 
mile will be required. From Rocky river to Caney fork the 
ground is exceedingly uneven, requiring great excavation and 
embankment. Coney fork must be crossed upon a bridge 
ninety feet high, and about 000 feet long. Thence to Calf 
Killer the ground is still , ery irregular, presenting a succes¬ 
sion of sink holes and narrow ridges. The Calf Killer must 
be crossed by a bridge sixty feet high and 200 feet long. This 
stream being crossed, the ground is less difficult, though far. 
from being favorable, up to the foot of the mountain. 

Good timber is convenient all along this division and stone 
may be had for the bridges over Rocky river and Cancy fork, 
within a distance of two or three miles. 

The highest grade used upon thfs division, except at the 
head of McBride’s creek, is sixty feet per mile. The ascent 
of the trains at that point may be effected by successive trips 
of the engine, or by the use of an extra locomotive to assist 
the others with their respective trains. 

Fourth division. 

Beginning at the western base of Cumberland mountain, 
near Sparta, and ending at the eastern base near Gor¬ 
ton’s Iron works, on White’s creek. Distance forty-six miles, 
it will be well to premise what may be said in relation to the 
passage of the mountain with the remark, that that portion of 
bin route did not receive such an examination as its difficulty 
and importance would seem to demand. But every thing was 
done that the time allowed would warrant, and sufficient ad¬ 
measurements were made in order to enable us to arrive at 
safe general conclusions. 

It has already been remarked, that the sides of the Cum¬ 
berland mountain are very steep. No stream could be found 
which had cut a channel in its side, having a slope of suitable 

mention for locomotive power. The nearest approximation 
o such a slope was presented by the ravine of Deer Lick 
mauiOii, at the head of Laurel creek cove, a few miles south 
of Big Bone cave; and even there the lowest grade to be had 
was 250 feet per mile, for a distance of nearly three miles. 

( efforts to obtain a suitable place to ascend the mountain 


43 


were first turned towards the route examined by Col. Long, in 
1834. But finding no practicable location adapted to the use 
of locomotive power in that vicinity, and believing that the 
route taken by Col. Long, across the mountains, presented no 
advantages over one further north, and nearer the present great 
road, l turned my efforts more in that direction; and next, I 
tried the ascent by the valley, or chasm of Caney fork; but 
soon finding it utterly impracticable, I followed more closely 
the route of the present stage road from McMinnville to Knox¬ 
ville. In the vicinity of Sparta, the height of the crest of 
the mountain visible from its base was ascertained to be 884 
feet above the level of the “barrens.” An effort was then 
made to find such a slope of the mountain’s side that a road 
might be construcred along it with grades and curves adopted 
to locomotive steam power. 1 believe that such a route has 
been found, beginning its ascent near Simpson’s bridge, on Calf 
Killer, and reaching the summit on the east side of Lost creek 
cove, around which it winds. The difference in the height of 
these points being about 900 feet; to ascend the mountain 
on a grade not exceeding the rate of sixty feet per mile, would 
require nearly twenty miles; as it is to be observed that a great 
part of the ascent would require a much lower grade on ac¬ 
count of the great curvature unavoidable in many places. This 
mode of ascending the mountain, as compared to that by in¬ 
clined planes and stationary power, would add to the length of 
the road not less than eight miles, to its first cost not less than 
$300,000, and to its annual expenses probably $10,000 in re¬ 
pairs and additional expense of transportation. 

It would strike some, perhaps, as singular, that the last 
article of expense should be included, as Inclined Planes are 
usually reckoned to be so very expensive. True, they are 
so, but so also are grades of fifty to sixty feet per mile, espe¬ 
cially when so far extended. There* is no question but that 
freight may be taken up and dowrn so steep a®d so high a moun¬ 
tain much more cheaply by stationary than by locomotive 
power. And if efforts have been made to find a different lo¬ 
cation here, and if high grades have been recommended in 
other places, it has rather been in compliance with popular 
prejudice than in accordance with the dictates of science. 

The locality selected for the ascent of the mountain is near¬ 
ly the same as that occupied by the present turnpike. It is 
taken as a practical route, and as the best known; but it is by 
no means pretended that the location already made, is the best 


44 


that can be found. The sides of the mountain being composed 
of a series of benches, it is scarcely to be hoped that a point 
can be found where a single plane can be laid from top to bot¬ 
tom. At the locality selected, two planes are necessary, with 
a level space of about 1550 feet between them. This plateau 
affords a convenient site for the machinery and buildings inci¬ 
dent to the work. One stationary engine will suffice for the 
working of both planes; and good bituminous coal and water 
are at hand to supply it abundantly. 

The first plane rises about 335 feet, in a distance of 3600 
feet, or at an angle of five and one third degrees; and the se¬ 
cond rises 527 feet in a distance of 3900 feet or at an angle of 
seven degrees. 

From the head of the last inclined plane, the road w 7 ouid 
pursue the ridge between Bear and Wildcat coves, bearing 
north of east for several miles, to avoid the depressions of 
Lost and Cliffty creeks. The name of this latter stream is 
enough to indicate that it has high and steep banks; and in fact 
it is only to be crossed, at any tolerable expense and on mod¬ 
erate grades, by beaiing to the north, so as to cross it at least 
four miles above the crossing of the present stage road at 
Eastland’s. In general, as all the waters in this vicinify run 
to the right, the further north we bear the shallower will be 
their respective ravines. The crossing of the tw 7 o prongs of 
Caney fork will be attended with considerable difficulty, in¬ 
volving expensive cuts, and steep grades; but from this point 
to the Crab orchard, the ground is very favorable; and it is 
believed that a moderate average expense will reduce all the 
grades from the head of the inclined plane to the Crab orchard 
summit, within forty feet to the mile, whilst most of the 
route will have a grade of less than half that inclination. The 
transportation across the top of the mountain, therefore,, a 
distance of thirty-three and one third miles may be effected as 
cheaply as on any part of the whole route. 

Timber suitable for the superstructure of the road may be 
had throughout the mute without great inconvenience. Ches- 
nut is sufficiently abundant, and is a very durable timber above 
ground. Tost oak may be obtained for the sleepers and ties. 
The duiability of timber in this high and airy region is much 
greater than in lower situations. I have seen the lap of a 
chesnut feled thirty-two years previously, still perfectly 
sound. 

Wooden bridges will have to be used in crossing the moun- 


tain streams, as no stone suitable for building can be procured 
on most of the route. A remarkable deposit of limestone oc¬ 
curs at the Crab orchard, and is the only limestone encounter¬ 
ed from the western declivity (o the eastern base of the moun¬ 
tain. 

It is about eleven miles by the meandering of the ravine 
from the Crab orchard summit to the outlet of White’s creek, 
from the mountain. This chasm is so obstructed by laurel and 
other small undegrowth, by loose rocks and by water-falls, that 
it was exceedingly difficult to run a line down it. The survey, 
how T ever, was effected by my assistants, and the chasm has 
been proved to be a feasible route for- a rail road. There are 
perhaps two points where a radius of 600 feet will have fo be 
used fur short distances. The other parts of the route may 
have much more gentle curves; and at the junction of White 
and Piney creeks, where such great difficulty was apprehend¬ 
ed, actual survey has shown a very favorable route. It is to 
be remarked, however, that a casual observer would very 
naturally be deceived by the appearance of that locality. The 
total descent from the summit, about one mile east of the Crab 
orchard to a point in the valley of White’s creek, a few bun¬ 
dled yards above Roberts’ forge, a distance of ten and a quar¬ 
ter miles, ascertained by instrumental survey is 880 feet; from 
this point to the gorge of the chasm, a distance of three and 
a quarter miles, the fall is estimated at forty feet, and thence 
to the Tennessee river, at White’s creek shoals, at ninety feet, 
making the total altitude of the Crab orchard summit above 
the Tennessee river to be about 1000 feet. 

The distance down the mountain being eleven miles, and 
the to'al ascent being 920 feet, if the descent were regular, it 
could be effected at a grade not exceeding eighty feet per mile, 
which, with gentle curves, would afford a road weil adapted 
to locomotive power. But descending very unequally, as it 
does, it will involve a grade of 120 leet per mile, for about 
one mile, at two different places, and a cut twenty feet deep 
at the summit. The shape of the profile will show that a 
greater cut here would be inadmissable. The construction of 
the road upon this profile will not be excessively expensive, 
there being generally a strip of flat land along the creek upon 
which the road may run. 

An extra locomotive, of course, must be kept in attendance 
at this grade. It is believed that the extra and the usual lo-» 
comotive will be able to take up the passenger trains at a tol- 


or able velocity, and that the freight trains may be taken up at 
two or three trips of the two engines together. 

Still such a grade for so long a distance would not be recom¬ 
mended, were it deemed practicable, at any tolerable expense, 
to attain the crest of the mountain, somewhere about the pre¬ 
sent stage road, so that the descent might be effected by means 
of a stationary engine. 

Fifth division , 

Extending from east base of Cumberland mountain to Knox- 
ville. Distance 56.4 miles. 

This division involves much grading, and has an unfavorable 
profile. No inclination, however, need be adopted, exceed¬ 
ing sixty feet per mile, and it is probable that all the grades 
may be reduced to forty feet per mile, without undue expen¬ 
diture. The sub-division leading from Berry’s to Knoxville, 
is far more favorable than the preceding parts. The bridge 
across Clinch river will be about 600 feet long and fifty feet 
high above the bottom of the river. The materials are conve¬ 
nient, and the foundation good. Yellow pine timber and good 
building stone are abundant throughout the route. 

A part of the route, lying between Clinch river and Berry’s, 
was not examined by me personally, but by my assistant, C. 
W. Nance, Esq, 

i his division passes through the most valuable part of the 
State of Tennessee. The immense quantity and fine quality 
of lli'e bituminous coal and various kinds of iron ore placed in 
juxta position along the east. base, of Cumberland mountain, 
gives that region a degree of mineral wealth not exceeded by 
any other in the world. 

'Dili's division has another interesting circusnstance connected 
withjt. The Flivvassee Rail Road, to extend from Knoxville 
to the Georgia line, and thence by connecting rail roads to all 
the south and south east, is now under construction. Its na¬ 
tural point of junction with the Central Rail Road would 1 be 
near Berry’s, twenty and a half miles west of Knoxville. By 
a joint construction of this part of the .route, supposing a dou¬ 
ble track <o be laid, the present sum of two hundred to two 
hundred and fifty thousand dollars, with the repairs upon half 
that length of road, may be saved to the State and to the com¬ 
pany. I am happy to say, that both the President and the 
Chief Engineer o( the Hiwassee Rail Road Company have ex¬ 
pressed a desire to enter into some arrangement by which a 
union of interests between the two works might be effected. 


47 


Sixth division. 

Extending from Knoxville to Bull’s gap, in Bay’s mountain. 
Distance 53.3 miles. 

This division will be one of easy construction, low grades, 
and gentle curvatures. Suitable timber may be easily pro¬ 
cured for the sleepers and .strings; and cedar ties may be had 
at a tolerable expense throughout the division. Stone is abun¬ 
dant wherever needed. The chief difficulty to be encounter¬ 
ed is the crossing of the Holston river, which will require a 
bridge about 650 feet long, and forty to fifty feet above the 
bottom of the river. 

A portion of this division, lying between Mossy creek and 
Bull’s gap, has not come under my personal inspection, but 
was carefully examined by my assistant, C. VV. Nance, Esq. 

It is probable that a great part of the expense of this divi¬ 
sion m?y be saved by a joint construction with the Louisville, 
Cincinnati, and Charleston Rail Road, from Knoxville to 
Mossy creek, or perhaps across Bay’s mountain, and intersect 
the route previously indicated at the mouth of White-horn 
creek. Should, however, the Louisville, Cincinnati, and 
Charleston Rail Road not go to Knoxville, but pass by the end 
of Clinch mountain, then it would be advisable to run the Cen¬ 
tral Road upoh the north side of Holston, so as to connect 
with the former road about eighteen miles east of Knoxville, 
whence the road might be common to the two works to the 
points before named. 

It is gratifying to know, that these views are fully approved 
by the Chief Engineer of that great work, with whom I have 
conversed on the subject. 

Seventh division. 

Extending from Bull’s gap to the Virginia line. Distance 
54.7 miles. 

There is a continu'ous valley, running from Nolichucky river 
nearly to the Virginia line, presenting very slight obstacles to 
the passage of a rail road. This valley is bounded on the north 
by Bay’s mountain chiefly; Lick and Horse creeks head to¬ 
gether, and run in the direction of its length; it is from three 
to five miles wide, and generally free from any great inequal¬ 
ities of surface; the Holston river breaks through the moun¬ 
tains, which bound it on either side, and crosses it at Long 
Island; the noted “Island Flats,” above Kingsport, are in it; 
and it terminates at Hughes’ on Reedy creek, six miles be- 


/ 


48 

low the Virginia line. This valley is strongly characterized 
by its slaty formation, whilst the contiguous country is highly 
calcareous. It is entered by the road at Couch’s gap, in 
Bay’s mountain. 

To construct the bed of the road through this valley is an 
easy matter; one difficulty only is worthy of particular note. 
At Long Island, both channels of the river must be crossed, 
making the united length of the bridge about 2S0 yards; but 
the rise of the river is so slight, that the bridge need not be 
elevated more than eighteen feet above the bottom. Suitable 
timber and good building stone are convenient throughout. 

From Hughes’ to the Virginia line, the ascent is generally from 
80 to 100 feet per mile, along a rocky, crooked, and difficult 
ravine. This part of the road will be expensive in the mak¬ 
ing and in the maintenance. An extra engine will be requi¬ 
site to assist the others with their trains. 

Notwithstanding these difficulties, the valley of Reedy 
creek is believed to afford the most favorable route for us to 
approach the line. But as it is designed that the Central 
Road shall connect with a similar one to be constructed through 
Virginia, the point where we should approach the line might 
be greatly modified by the character of the country on the 
other side. It is to be regretted that the effort made to ob¬ 
tain the necessary information to determine this point has 
failed. But 1 am persuaded that the Virginia work can ap¬ 
proach the line at the point above designated; and I have as¬ 
surances that the authorities of that State are disposed to be 
very accommodating in that regard. 

2. COST OF CONSTRUCTION. 

In order that the whole route, with its grades and its cost 
may be more clearly set before the eye at a glance, I have 
prepared the following table. 


49 


Summary of the route for the Central Rail Road of Ten - 
nessee , from Tennessee river to the Virginia line. 


No. of division. 

Localities, beginning: at 
Perryville, and including 
each place designated. 

Distances, with grades 
expressed in feet per 
mile- 

# 

Distances on each division. 

i 

Length of each division, 

! 

Total distances on main route 

Estimated cost 
of road-bed, 
bridges includ’d 

Under 20 feet. 

From 10 to 40 feet 

From 40 to 60 feet. 

Over 60 feet. 

jAggregate pr mile! 

Grand aggregate, 

'Miles. 

Miles. 

Dollars 

T 

Tennesse river, 







1 


130.01)0 


Buffalo summit, 

7.0 


3.4 


10 . 4 


10 . 4 

6,COO 

68,640 


Extra for cut, 









11,500 


Buffalo river, 

2.6 


3.2 


5 . 8 


16.2 

10,000 

58,000 


Extra lor bridge. 









7,000 


Hurricane summit, 


5.8 

1 . 0 

2.0 

8.8 


25.0 

5,00(1 

44 COO 


Extra (or deep cut, 









90,000 


Bigby summit, 

24.0 




24.0 


49.0 

4,000 

96,000 


Po’t 2^ miles below faclory, 



5.0 


5.0 

54.0 

54.0 

12,000 

60 000 

ii, 

Mount i leasant, 

2 • 0 

2*0 



4 . 0 


58.0 

4,500 

18,000 


Opposite Columbia, 

7.0 

3.0 



10.0 


68.0 

4,000 

40,000 


Silver creek summit, 

5.5 

5.2 



10.7 


78.7 

4,000 

42,800 


Extra for lour cuts, 









C5,<00 


Duck river, 

18.0 

1 .8 



19.8 


j 98 . 5 

3,500 

69,300 


Extra for bridge, 









11,000 


Garrison fork, 

7 . 0 

5.0 



12 .0 

56.5 

110 . 5 

6,00(1 

72,0(t0 

in. 

McBride’s creek summit. 

4 . 0 

2.0 


1 .5 

7.5 


118.0 

4,500 

33.750 


Extra for deep cut, 









12,000 


Collins’ river, 

16 . 0 

8.0 



24- 0 


142.0 

3.500 

84,000 


Extra for bridge, 









15,000 


Rocky river, 

4.0 

2.0 

2.0 


8.0 


150.0 

10,000 

80,000 


Extra for bridge, 









35,000 


Caney fork, 

0.5 

1 . 5 

2.2 


4.2 


154.2 

15,C00 

63.000 


Extra for bridge, 









60,00(1 


Calf Killer, 

1 . 0 

2.0 

2.0 


5.0 


159.2 

12,000 

60,000 


Extra for bridge, 









20,000 


Base of mountain, 

2.0 

2.0 

1 . 8 


5.8 

54.5 

165.0 

10,000 

58,000 

IV. 

Cumberland summit, 

0 . 3 



1 .3 

1 . 6 


1*6.6 


40,000 


Caney fork, (2d crossing,) 

5.0 

3.0 

3.5 


11 . 5 


178 . 1 

5,000 

57,000 


Ext ra for two bridges, 









18,000 


Jenkins’(main divide) 

2.0 

1 . 5 

I . 5 


5.0 


183 . ] 

5,000 

25,000 


Crab-orchard summit, 

8.0 

5.0 

3.9 


16.9 


2(JO . 0 

5,000 

84,500 


Extra for cut, 









9.000 


East base Cnmberland mnt. 



0.5 

10.5 

11 . 0 

46.0 

211 . 0 

10,01,0 

110,000 

V. 

Post oak springs, 

2.0 

3 . 0 

2.0 


7.0 


2.8.0 

4,000 

28,600 


Clinch river, 

3.0 

5.4 



8.4 


226. 4 

4,000 

33,600 


Extra for bridge, 









40,000 

1 

Hiwassee R. R.(nr.Berry’s) 

10.5 

6.0 

4 . 0 


20.5 


246.9 

4,500 

92,250 


Extra for deep cuts, 









55,060 


Knoxville, 

12.0 

8 . 5 



20.5 

56.4 

267.4 

4,000 

82,01 0 

VI J 

Armstrong’s F. (Holston), 

2.0 

4 . (j 



6 . 0 


273.4 

4,000 

24,000 


Extra for bridge, 









56,000 


Criswell’s creek, 

2 . 0 

6 . 0 



8.0 


281 . 4 

5,0"0 

40,000 


New Market, 

6 . 0 

2.8 



8.8 


290.2 

3,300 

30,'00 


RusseivilJe, 

12.0 

11 . 4 



23.4 


<13 . 6 

4,31)0 

105,360 


Bull’s gap, 

3.0 

4.0 



7.0 

53.3 

320.6 

5,000 

:5,cco 

VII 

Couch’s gap, 

4 . ( 

6 • i 



10 . 1 


JcO . / 

5,000 

50,500 


Extra for deep cut, 









13,000 


Lick creek summit, 

10 . 0 

8,4 



18 . 4 


49 1 

4,000 

73,600 


Extra for cut, 









5 000 


Holston R. (Long Island) 

7.5 

2 . 0 



9 . 5 


358 . 6 

3,500 

33.250 


Extra for bridge, 









45,0.4) 


Hughes’ (on Reedy creek) 

8 . 0 

2 . 7 



10 . ~ 


69 . 8 

4 ro< 

4 ,800 

1 

Virginia Line, 




6 . 1 

6 . 1 

54.7 

375 . 4} 

c.co 

61,000 

I 


199 , 9 

120 . 1 

34 . o| 

22 .0j375.4 j 

1 

i~o . 4[ 


2,bed,09U 


7 






















































52 


It is not deemed necessary now to enter into any estimates 
relative to the renewal of the first track; but it may be simply 
remarked, that when the time shall come for it to be thoroughly 
repaired, it will be highly expedient to replace the plate rail by 
the edge rail, as already provided for the second track. 

3. THE ADVANTAGES TO BE DERIVED FROM THE 
CONSTRUCTION AND USE OF THE ROAD. 

The remarks to be made under this head would seem more 
appropriately to belong to the statesman than to the engineer. 
But as the Legislature seems purposely to have thrown the 
whole subject open to the engineer, by requiring him to deter¬ 
mine upon the eligibility of routes, a few brief observations^are 
deemed indispensable. 

The disbursement of so large a sum of money throughout 
the length of the State, would, of itself, create much wealth, 
and excite a degree of activity and industry at present unknown 
among us; and by procuring the funds abroad and making all the 
disbursements in specie or its equivalent, a sound currency 
may be established at home, and exchanges greatly promoted 
abroad. 

The developement of the agricultural and mineral wealth of 
the country would be very great. A few examples will illus¬ 
trate this fact. To take a ton of Hemp from Shelbyville to 
New Orleans, now requires upon an average four months, (on 
account of obstructed navigation,) and costs about $35. By 
the rail road it can be taken to the Mississippi, and thence to 
New Orleans by steamboat, in five days, at an expense of less 
than $ 25. Coal is now an article unknown at Columbia and 
at Knoxville; by the rail road it may be taken from the sides of 
the Cumberland Mountain to either place, and sold profitably 
for 22 cents per bushel. Our imports-may be made at corres¬ 
ponding rates; and in short, what we have' to sell, will sell for 
greatly more, and what we have to buy can be bought for great¬ 
ly less. 

The enhancement of the value of land by the increased fa¬ 
cility of transportatidn of its products, and by the new markets 
created by the road, is not to be estimated. But if the cultiva¬ 
tor of the fertile lands on Duck river, or the inhabitants of the 
high and healthy mineral regions of East Tennessee, will think 
for a moment, what would be the value of his lands if located 
within a few miles of the banks of the Mississippi with all the 
advantages of both positions and without any of the disadvanta- 


53 


ges of that, then he may conceive some idea of the value of 
this road. 

The facility of personal travel from one part of the State to 
another by this road, need not be illustrated, except by the sin¬ 
gle remark, that there is much time and money saved by trav¬ 
elling ai the rate of 18 miles per hour and at five or six cents per 
mile, over a rate of four miles ner hour and eight or ten cents 
per mile. 

In brief, the resources of the State would be greatly multi¬ 
plied, its population increased, taxes reduced, commercial and 
social intercourse promoted, and harmony maintained between 
local divisions where now discord and contention reign. 

As to the income to be derived from the road itself, that is a 
consideration altogether inferior to the great convenience and 
profit of the community generally. But when we lock to the 
vast connections of this work with the Atlantic, the Ohio, the 
South and the West, we cannot doubt that the amount of freight 
and travel drawn from other States will be great, and added to 
our own domestic trade, will make an amount of business pro¬ 
ducing no inconsiderable revenue. 

Let us supposh, for example, that there should be an average 
amount of transportation of 100 tons of freight and 100 passen- 
ser.gers each way’ every day; and let us see what per cent the 
road would pay upon the capital invested in its construction. 

The estimates will first be made in relation to that part of the 
road east of the Tennessee river, on account of the greater ir¬ 
regularity of its profile, the rates of transportation per mile 
must be much increased beyond those deemed proper in West 
Tennessee. Let us assume the price of freights at five cents 
per ton per mile, and of passengers at six cents per mile, the 
cost of freight being one cent per ton per mile, and passengers 
half a cent each per mile, (the equated distances being under¬ 
stood,) and the actual length of the road being 375.5 miles, and 
its equated length 627 miles, we have the following results: 


Freight, 

Passengers 


Annual Receipts 

200* 365* 375.5* 5= $ 1,370,575 00 
200* 365* 375.5* 6= 1,644,690 00 


Gross annual income, 


$3,015,265 00 



54 


Annual Expenditures. 

Freight, 200X! 365X 627X1 1= $ 457,710 00 

Passengers, 200X1 365X1 627X1 i= 228,855 00 

Repairs 6 per cent upon $11,154,968 60 669,298 11 

Total annual expense, $1,355,863 11 

Which being substracted from the gross annual 

receipts gives, for the nett revenue, 1,659.401 89 

Or nearly 15 per cent, per annum upon the whole capital in¬ 
vested in the road through Middle and East Tennessee. 

It is to be remembered that the estimate for the rlett revenue 
of that part of the road west of the Tennessee river, was pre¬ 
dicated upon the supposition of its being a detached work. But 
when the whole road shall be constructed, it is probable that 
the amount of transportation will be as great, in proportion to 
its length, on that part of the road as on the other. Assuming 
this to be true, a calculation similar to the one just made, will 
show an annual nett income of nearly 22 per cent upon the whole 
capital invested in the road in West Tennessee. 

4. THE TURNPIKE. 

It is to be regetted that the time allowed for this work was 
so short, as to preclude such an examination for the route for 
the Central turnpike, as the subject seemed to demand. But 
the examination made for the rail road rendered any other for 
the turnpike unnecessary in many places. 

A general description of the country along the central line 
of the State having already been given, no more on that sub¬ 
ject is deemed necessary here. The route which I would re¬ 
commend for the turnpike would have the same general course 
as that for the rail road, though the same locality would sel¬ 
dom be taken for both, on account of their different characters. 
The turnpike might with propriety also be made to deflect 
much from the route of the rail road, and even from the direct 
course, in order to accommodate important local interests. It 
is also proper that it shall be made to pass through all towns and 
villages that lie within convenient reach. It should also be lo¬ 
cated in such manner as to cause as little injury as possible to 
the value of property along roads already established; and for 
that purpose it should be made to follow the routes of the 
roads, at present most travelled in the same direction. 

With these objects in view, and after a careful consideration 
of the character of the country, and of all the interests con- 



55 


cerned; I have selected the following route:—beginning at 
Perryville, and following nearly the route for the rail road to 
Mount Pleasant, thence to Columbia, where it crosses Duck 
river; and thence the route pursues the same general direc¬ 
tion as the northern road from Columbia to Shelbyville, as far 
as the north fork, whence it continues an easterly course, and 
crossing War Trace creek, near Gen. Mitchell’s, passes the 
ridge to Garrison fork, where it again falls upon the rail road 
route. Thence they run together to the vicinity of McMinn¬ 
ville, where the turnpike turns to the right, to pass through 
town, and then runs on to Rock Island, crossing the rail road 
on the way. Thence the route runs nearly with the present 
stage road to Sparta, and there immediately encountering the 
Cumberland mountain, ascends gradually along its side to the 
top of the first bench at Lowry’s, where it again comes in con¬ 
tact with the rail road, and then takes to the left up Wild Cat 
cove, and gradually attains the summit, keeping all the way 
up a good general direction. Arrived at the summit, the route 
soon again falls in with the rail road, and continues nearly with 
it to the vicinity of Kingston, where it leaves the rail road to 
the left, and passes through town; thence it takes the general 
direction of the present leading road to Knoxville. From this 
point it pursues a more northerly course up First creek to the 
mouth of Rocky valley, and thence with that valley to Love’s 
creek, five miles east of Knoxville: thence 'With the general 
route of the stage road, by Rutledge and Russelville, to 
Kingsport, and thence up the valley of Reedy creek to the 
Virginia line. 


First Division . 

Extending from Tennessee river to a point two miles west 
of Mount Pleasant:—Distance fifty-four miles. 

The formation of the road bed will be generally easy through¬ 
out this route. The gap in Buffalo ridge, at the head of 
Cypress creek, affords a remarkable easy passage of that for¬ 
midable barrier. The crossing of Buffalo river presents no se¬ 
rious difficulty. A considerable cut will be required at the 
head of Hurricane creek, and thence to the head of Big Bigby 
creek, there is no great difficulty. The descent along the ra¬ 
vine of this creek over the rocky falls, about the cotton facto¬ 
ry, will be expensive. Thence to the end of the division 
there is no difficulty. 

Limestone, suitable for masonry or for McAdamizing is 


56 


found along many parts of the division. Good building stone 1 
maj' be had conveniently wherever needed; and gravel suita¬ 
ble for the road covering may be obtained within one mile of 
any point of the division. 

Second Division. 

Extending from Point two miles west of Mount Pleasant to 
McBride’s creek summit. Distance 60 miles. 

This division lies entirely through a region of limestone of 
the best quality for building and for road covering, and is gen¬ 
erally level, though in some places undulating. The road may 
run from Columbia for one mile in common with the road to 
Nashville, or it may take up the south side of Duck river 
to a point opposite the mouth of Bear creek, and there cross 
the river. 

Third Division. 

Extending from McBrides creek summit to Sparta. Distance 
forty-six miles. 

This division lies entirely in the “Barrens,” which present 
a surface generally very favorable for a road. The soil is of a 
dry, sandy and friable character, mixed with fine gravel in many 
places. If thrown up and well drained and fully exposed to 
the action of the sun and air, it would form generally a good 
road without any stone covering. 

A few detached parcels of siliceous limestone are found be¬ 
tween McBride’s creek and the vicinity of McMinnville; but in 
quantities altogether inadequate to the paving of the road. No 
suitable material for a road covering indeed is yet found along 
this subdivision that can be conveniently procured in sufficient 
quantities for the whole road. But at the crossing of the 
streams and at other places where the greatest inclinations oc¬ 
cur, gravel or other stone may be obtained to place a covering 
upon the steeper grades, so that a team may draw up them the 
same load that it can properly draw on the more level parts of 
the road. I would therefore recommend that the stone cover¬ 
ing should be used only upon the steep grades of this part of 
the road. , The want of the stone would be the less felt on this 
subdivision from the fact that it will probably be less used than 
any other portion of the whole road. 

From McMinnville to Sparta, the ground is much broken by 
sink holes, requiring much winding as well as embankment. 
Three difficult rivers are also to be bridged by the way; but 


stone may be conveniently procured, both fdr bridging and road 
covering throughout the subdivision. 

Fourth Division. 

Extending from Sparta to east base of Cumberland Moun¬ 
tain, near Gordon’s iron works, distance 4S miles. 

The ascent of the mountain may be commenced near Sparta, 
and may be made as gentle as desirable by winding along its 
sides. Limestone of excellent quality for all purposes, occurs 
abundantly on the side of the mountain; but the last mile of the 
ascent will be through a friable sand stone unsuited to any pur¬ 
pose of building or for a road covering. Nor do we again meet 
with any stone whatever well adapted to our purposes, until we 
arrive at the Crab Orchard, a distance of 33 miles. Thence to 
the foot of the mountain the same friable sand stone alone ap¬ 
pears. 

Throughout this division, except the western slope of the 
mountain, l would recommend the same kind of road as that 
west of McMinnville. Masses of ferruginous sand stone, ex¬ 
ist in the beds of the streams in sufficient quantities to cover 
the slopes of the contiguous hills. But we have no building 
stone, except at the point above named, and shall therefore be 
forced to use wooden bridges exclusively at many places. 

Fifth Division. 

Extending from east base of mountain to Knoxville, distance 
55 miles. 

The first subdivision up to Clinch river, is remarkably favor¬ 
able in its profile, considering the many ridges which it traverses; 
but the subdivision leading from Kingston to Berry’s in Grassy 
valley, will be very undulating and winding. From Berry’s 
to Knoxville, the ground is favorable, except within two miles 
of the town. Materials are abundant throughout the division. 

Sixth Division. 

Extending from Knoxville to the Virginia line, distance 108 
miles. 

The only stream of magnitude to be crossed upon this route 
is the North Fork of Holston, which is already bridged at the 
point where our route crosses it. This bridge might be taken 
by the State, or another might conveniently be erected by its 
side. 

The profile of this division for a distance of 60 miles from 



Knoxville is remarkably favorable, considering the general char¬ 
acter of the country through which it lies. From Caney creek 
to the North Fork, the road will be very undulating, but 
thence to the Virginia line it will vary from a level only with 
the general rise of the valley of Reedy creek. 

Materials of good quality abound throughout this whole di¬ 
vision; and in general it is as favorable a route for a turnpike as 
any portion of the whole road. 

In concluding this discription of the route, it may be said 
that there is probably not a more favorable route for a turn¬ 
pike of equal length in any part of the United States, whefherit 
be viewed in regard to its levelness or to the convenience of 
materials where needed; and if we view it in regard to its im¬ 
portance, there is certainly none more needed. 

The kind of road which I would recommend, and lor which 
the estimates have been made, is as follows: 

A graduated surface twenty-six teet w ide, with an allowance 
of twelve feet on each side for ditches and side ways; no grade 
exceeding three degrees will be allowed; road to be well ditch¬ 
ed and drained, timber to be cleared in damp places and through 
the barrensand mountains to the witdhof eighty feet; all culverts 
and small bridges to be of masonary, and all bridges over twenty 
feet of span to be of wooden superstructure upon stone piers, 
w r here stone can be procured, otherwise the best timber to be 
used. Upon the road bed thus prepared there will be laid a 
covering twenty-four feet wide, of broken limestone nine inch¬ 
es deep, or of gravel six inches deep, according as the one or 
the other may be more convenient, but where neither can be 
procured, as in the barrens and on the mountain, the surface 
may well be left without any covering whatever. 

For brevity and convenience of reference the following tab¬ 
ular view of the route has been prepared, 


51 ) 





Summary of route of Central Turnpike, from Tennesse River 

to the Virginia line. 


m 

G 

i 

» 

1 

m 

CD 

O 

G 

rt 

Vl 

a> 

o 

G 

G 

Estimated cost 


O 
* C/3 

LOCALITIES, 

in 

.22 

of Road bed, 


"> 

beginning at Penyville, and 

Q 

Q 

bridges included 

Remarks. 

Q 

including each place desig- 

_d 

rt 



o 

jnated. 

3 

w 

o 

H 




o 

Z 


Miles. 


Dollars. 


I. 

Bridge over Tennesse River, | 



Buffalo summit, 

10.4 10.4! 


Hurricane summit, 

Bridge on Buffalo River, 

14.6 25.0! 


Bigby summit, 

23.0 48.0 


Point 2 mis. west Mt. Pleasant, 

6.0 54.0 

II. 

Columbia, 

12.0 66.0 


Bridge over Duck River, 



McBride’s creek summit, 

48.0 114.0 


McMinnville, 

21.0 135 0 


Rock Island, 

13.0148.0; 


Bridge over Collins’ River, 

i ! 


Sparta, 

12.0 160.0 


Bridge owr Caney fork. 

r l 1 

5.5 165.5 

III. 

Summit of Mountain, 


Crab Orchard, 

39 5 196.0 


East base of Mountain, 

12.0 208.0 

TV. 

Post Oak Springs, 

7.0 215.0, 


Kingston, 

Berry’s, in Grassy valley, 

9.0 224.0; 


18.0 242.01 


Knoxville, 

| 21.0 263.0! 

V. 

Rogersville, 

63.5326.5! 


Kingsport, 

i 25.0 351.5 


Bridge over North fork, 

t i i 


Virginia line. 

: 19.5:871.0 

( 


Totals, 

371.01 


4! 4,000 
5,000 

5,500 
8,000 
8,000 


130,000 

41,600 Steel’s gap, 
73,000 Hd.Trace cr„ 
7 , 000 ! 

126,500, Gravelled, 
48,000 do. rough, 
96,000 Broken stone 
13,000 

384,000 Broken stone 
73,000 Unpaved, 

1J 0,500 Broken stene 

12 , 000 ' 

.01 8,500 j 102,000 
25,000 
60,500 

106.750 

78,000 Unpavcd, 
47,250 Broken stone 
72,000I 
162,000! 

178,500j 

539.750 
225,000; 

12,000 

156,000; 


3.500 

6.500 
6,750 
8,000 
9,000 

0J 8,500 

8.500 
9,000 

8,000 


2879,850 


From the table it appears that the whole distance from Per¬ 
ry v j}le to the Virginia line is 37 i miles, and that (he estimated 
cost of the road is §2,879,850, and if to this be added 10 per 
cent, for surveys, superintendence and contingencies, we shall 
have the sum of g 3,107,835, as the probable cost of the whole 
turnpike '■completed. 

it w ould be vain to attempt any estimate of the nett proceeds 
of this road, based upon the supposed amount of travel upon 
it. But judging from the receipts upon other roads similarly 





























60 


situated, it is believed that this may well be made to yield si 
nett income of three per cent, upon the capital invested. 

5. COMPARISON OF THE TWO ROUTES. 

The roads are of nearly equal length; the time required to 
travel the rail road is about one fifth of that required on the 
turnpike, and the cost of transporting freight upon the rail 
road is about one fifth of that upon the turnpike. The turn¬ 
pike accommodates many who wish to travel with their own 
teams; whilst the rail road accommodates many who have none, 
or wish to travel without them. The turnpike increases the 
value of produce and of land along its borders; whilst the rail 
road spreads much more widely its advantages. 

The rail road in connection with other works now projected 
to tfye east of us would cause much commercial intercourse be¬ 
tween the several divisions of this State; whereas the turnpike 
can do no such thing, as the attendant expense of time and 
money would be too great. The whole probable cost of the 
turnpike is about three millions, two hundred thousand dollars, 
which is expected to yield three per cent, per annum; and the 
whole probable cost of the rai£ road, with a single track laid, 
is about six millions, four hundred thousand dollars, which is 
expected to yield fifteen per cent, per annum. 

It is for the Legislature to determine which of these roads 
shall be constructed; and to them, through you, the whole 
matter is submitted, wdth the expression of my. firm belief that 
either of the works would be of great and lasting benefit to 
the people of this State. 

In the prosecution of the surveys and examinations, and in 
the preparation of this report, I have been assisted by Messrs. 
C. W. Nance, T. T. O’Riley, Windham Spurrier, and F. A. 
Owings,—all of whom have shown great industry in the per¬ 
formance of their duties; and to some of them I feel under 
personal obligations for the zealous and kind manner in which 
they have rendered their aid. 

Very respectfully, 

ALBERT MILLER LEA, 

Chief Engineer of the Stale of Tennessee 


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